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CITATION XL/XLS PILOT TRAINING MANUAL VOLUME 1 OPERATIONAL INFORMATION FlightSafety International, Inc. Marine Air Terminal, LaGuardia Airport Flushing, New York 11371 (718) 565-4100 www.flightsafety.com

Courses for the Citation XL/XLS and other aircraft are taught at the following FlightSafety Learning Centers: Cessna-Citation Learning Center FlightSafety International 1851 Airport Road P.O. Box 12323 Wichita, Kansas 67277 (316) 220-3100 Toledo Learning Center 11600 West Airport Service Road Swanton, Ohio 43558 (419) 865-0551 Columbus Learning Center 625 North Hamelton Road Columbus, Ohio 43219 (614) 239-8970 San Antonio Learning Center San Antonio International Airport 9027 Airport Boulevard San Antonio, TX 78216-4806 (210) 826-6385 Orlando Learning Center 4105 Bear Road Orlando, FL 32827-5001 (321)281-3200 Copyright © 2006 by FlightSafety International, Inc. All rights reserved. Printed in the United States of America.

CITATION XL/XLS PILOT TRAINING MANUAL

INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES LIST OF EFFECTIVE PAGES Dates of issue for original and changed pages are: Original............0 ................. January 2006

NOTE: For printing purposes, revision numbers in footers occur at the bottom of every page that has changed in any way (grammatical or typographical revisions, reflow of pages, and other changes that do not necessarily affect the meaning of the manual). THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page No.

*Revision No.

Cover ...................................... Copyright ................................ LEP-1—LEP-2 ........................ i—iv .......................................... EC-i—EC-ii ............................ NP-i—NP-ii ............................ AP-i—AP-ii ............................ EP-i—EP-ii ............................

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*Revision No.

LIM-i—LIM-ii .......................... MAP-i—MAP-44 .................... WB-i—WB-18 ........................ PER-i—PER-80 .................... CRM-i—CRM-6 ...................... SRE-i—SRE-100 .................. SRX-i—SRX-102 .................. MW-i—MW-24 ........................

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*Zero in this column indicates an original page.

FOR TRAINING PURPOSES ONLY

LEP-1

FOR TRAINING PURPOSES ONLY

NOTICE The material contained in this training manual is based on information obtained from the aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to be used for familiarization and training purposes only. At the time of printing it contained then-current information. In the event of conflict between data provided herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall take precedence. We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual or any other aspect of our training program.

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CONTENTS EXPANDED CHECKLIST Normal Procedures Abnormal Procedures Emergency Procedures LIMITATIONS MANEUVERS AND PROCEDURES WEIGHT AND BALANCE PERFORMANCE CREW RESOURCE MANAGEMENT RECURRENT Syllabus Systems Review—Excel Systems Review—XLS Master Warning

CITATION XL/XLS PILOT TRAINING MANUAL

EXPANDED CHECKLIST CONTENTS Page NORMAL PROCEDURES ................................................................ NP-i ABNORMAL PROCEDURES........................................................... AP-i EMERGENCY PROCEDURES......................................................... EP-i

FOR TRAINING PURPOSES ONLY

EC-i

Information normally contained in this chapter will be provided in the Aircraft Flight Manual.

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NP-i

Information normally contained in this chapter will be provided in the Aircraft Flight Manual.

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AP-i

Information normally contained in this chapter will be provided in the Aircraft Flight Manual.

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EP-i

Information normally contained in this chapter will be provided in the Aircraft Flight Manual.

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LIM-i

CITATION XL/XLS PILOT TRAINING MANUAL

MANEUVERS AND PROCEDURES CONTENTS Page MAP-1 MAP-1 MAP-2 MAP-3 MAP-3 MAP-4

V-SPEED DEFINITIONS .............................................................. PREFLIGHT AND TAXI PROCEDURES .................................... TAKEOFF DATA ........................................................................... Emergency Return Information ............................................ LANDING DATA........................................................................... STANDARD CALLOUTS (IFR AND VFR)................................. TAKEOFF LIMITATIONS (FLAPS “TAKEOFF AND APPROACH” AND FLAPS “TAKEOFF”) ................................... MAP-8 TAKEOFF BRIEFING................................................................... MAP-8 Static vs. Rolling Takeoff ..................................................... MAP-8 Flap Setting........................................................................... MAP-8 Normal Callouts.................................................................... MAP-9 Emergencies.......................................................................... MAP-9 Takeoff Briefing—Example.................................................. MAP-9 TAKEOFF ROLL......................................................................... MAP-10 Normal Takeoff................................................................... MAP-10 Engine Failure at or Above V1............................................ MAP-10 Obstacle Clearance (Loss of Engine at V1) ........................ Takeoff Flight Profiles ........................................................ ENROUTE LIMITATIONS ......................................................... HOLDING SPEEDS .................................................................... MINIMUM MANEUVERING SPEED....................................... STEEP TURNS............................................................................ Procedure............................................................................ APPROACHES TO STALL......................................................... UNUSUAL ATTITUDES ............................................................ Recovery Procedures .......................................................... EMERGENCY DESCENT..........................................................

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MAP-11 MAP-12 MAP-16 MAP-16 MAP-16 MAP-16 MAP-16 MAP-18 MAP-22 MAP-22 MAP-24

MAP-i

CITATION XL/XLS PILOT TRAINING MANUAL

APPROACHES AND LANDING PROCEDURES..................... Flight Deck Discipline........................................................ APPROACH BRIEFING ............................................................. Scan Transfer ...................................................................... CIRCLING APPROACHES ........................................................ MISSED APPROACH OR GO-AROUND.................................. LANDING PROCEDURES......................................................... Adjustments to Landing Distance ...................................... Hydroplaning Speeds ......................................................... LANDING LIMITATIONS ......................................................... CROSSWIND LANDING ........................................................... Method No. 1:..................................................................... Method No. 2:..................................................................... FLAPS INOPERATIVE LANDING (NOT IN LANDING POSITION) ............................................... PRACTICAL TEST ..................................................................... Preflight Preparation........................................................... Preflight Procedures ........................................................... Takeoff and Departure Phase.............................................. In-Flight Maneuvers ........................................................... Instrument Procedures ........................................................ Landings and Approaches to Landings .............................. Normal and Abnormal Procedures ..................................... Emergency Procedures ....................................................... Postflight Procedures.......................................................... Parking and Securing.......................................................... PTS Tolerances ...................................................................

MAP-ii

FOR TRAINING PURPOSES ONLY

MAP-26 MAP-26 MAP-28 MAP-30 MAP-30 MAP-31 MAP-34 MAP-36 MAP-36 MAP-37 MAP-38 MAP-38 MAP-38 MAP-38 MAP-40 MAP-40 MAP-40 MAP-41 MAP-41 MAP-42 MAP-42 MAP-43 MAP-43 MAP-43 MAP-43 MAP-44

CITATION XL/XLS PILOT TRAINING MANUAL

ILLUSTRATIONS Figures MAP-1 MAP-2 MAP-3 MAP-4 MAP-5 MAP-6 MAP-7 MAP-8 MAP-9 MAP-10 MAP-11 MAP-12 MAP-13 MAP-14 MAP-15 MAP-16 MAP-17 MAP-18

Title Page Takeoff and Landing Card ........................................ MAP-2 Takeoff Climb Profile.............................................. MAP-11 Takeoff—Aborted.................................................... MAP-13 Takeoff—Normal .................................................. MAP-14 Takeoff Engine Failure at or Above V1 .................. MAP-15 Steep Turns.............................................................. MAP-17 Approach to Stall—Enroute Configuration ............ MAP-19 Approach to Stall—Takeoff Configuration ............ MAP-20 Approach to Stall—Landing Configuration ............ MAP-21 Emergency Descent ................................................ MAP-25 Approach Plate (Typical) ........................................ MAP-27 ILS Approach—Normal/Single Engine .................. MAP-28 Nonprecision—Normal/Single Engine .................. MAP-29 Circling Approach .................................................. MAP-31 Missed Approach—Normal .................................... MAP-32 Missed Approach—Single Engine .......................... MAP-33 VFR Approach—Normal/Single Engine ................ MAP-35 Visual Approach and Landing with Flaps Inoperative ............................................ MAP-39

TABLES Tables MAP-1 MAP-2 MAP-3 MAP-4

Title Page Standard Callouts ...................................................... MAP-5 FAR Part 25 Climb Profile ...................................... MAP-12 Minimum Maneuvering Speeds .............................. MAP-16 Landing Limitations ................................................ MAP-37

FOR TRAINING PURPOSES ONLY

MAP-iii

CITATION XL/XLS PILOT TRAINING MANUAL

MANEUVERS AND PROCEDURES V-SPEED DEFINITIONS V1

Decision speed—This speed is obtained from the performance charts in the AFM and varies with aircraft weight, engine bleeds, altitude and temperature. It must always be less than or equal to V R .

VR

Rotation speed—This speed is a function of weight and aircraft configuration. It must always be equal to or greater than V 1 . If V 1 is greater than V R for a particular set of takeoff conditions, V 1 must be lowered to equal V R .

V2

Safety climb speed—V 2 is also a function of weight and aircraft configuration. It is obtained from the performance charts in the AFM or from the abbreviated check-list. V 2 gives the best angle of climb (altitude vs distance).

VFR

Flap retraction speed—Flap retracting speed (V 2 + 10 knots). Also used as minimum final segment climb speed.

V ENR

Single-engine enroute climb speed—This speed can be used for a variety of purposes and is obtained from the AFM: • Best single-engine rate-of-climb (altitude vs time)

V REF

Minimum final approach speed—This speed is 1.3 V SO and is the minimum speed to be used on final approach. It is the airspeed that is used for the threshold crossing speed with full flaps and landing gear extended.

V APP

Minimum landing approach climb speed—The landing approach climb (1.3 V S1 ) with 15° flap position, landing gear up. Also used as minimum go-around speed.

PREFLIGHT AND TAXI PROCEDURES NOTE With the gust lock on, the flight controls are locked in neutral and the throttles are locked in the off position.

CAUTION Do not tow with the control lock engaged, to prevent damage to the nosewheel steering mechanism. After completing the initial flight planning and preflight checks, takeoff data should be computed to obtain correct takeoff thrust setting, V 1 , V R , V 2 , and the emergency return V REF , V APP speed. FOR TRAINING PURPOSES ONLY

MAP-1

CITATION XL/XLS PILOT TRAINING MANUAL

TAKEOFF DATA A Takeoff Data Card is shown in Figure MAP-1. TO N 1 & CLB N 1 —Maximum fan settings for takeoff and climb based on existing temperature and pressure altitude taken from the Flight Manual or checklist. With EECs in manual mode an adjustment must be made for anti-ice. V 1 , V R , V 2 , V FR & V ENR —Calculated V 1 , V R , V 2 and V ENR based on existing temperature, pressure altitude and aircraft weight and flap setting taken from the Flight Manual or checklist. (V FR is V 2 + 10 knots) CLEARANCE—Space provided for copying ATC clearances and other pertinent airport information. ARPT—Name of airport or ICAO identifier. ELEV—Airport elevation or runway elevation if significantly different than airport elevation. RWY—Runway in use for departures. FlightSafety

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FlightSafety

TAKEOFF DATA TO N1

CLB N1

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LANDING DATA VREF

VAPP RWY REQ'D

V1

VR

V2

GA N1

VFR

VENR

FLAPS

CLEARANCE

CLEARANCE

ARPT________ELEV_________RWY________ ATIS________WIND___________VIS________ CIG________________TEMP/DP______/_____

ARPT________ELEV_________RWY________

ALT________RMKS______________________

ATIS________WIND___________VIS________

RWY LENGTH__________RWY REQ'D______

CIG________________TEMP/DP______/_____

ZFW___________T.O. WT._________________

ALT________RMKS______________________

EMERGENCY RETURN VREF________VAPP_________MSA________

ZFW_____________RLDG WT_____________

Figure MAP-1. Takeoff and Landing Card

MAP-2

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

ATIS—Current ATIS information code. WIND—Wind direction and speed as reported by ATIS. VIS—Visibility as reported by ATIS. CIG—Clouds and significant weather as reported by ATIS. TEMP/DP—Temperature and dew point as reported by ATIS. ALT—Altimeter setting as reported by ATIS. RMKS—Any additional information provided by ATIS. RWY LENGTH—Actual length of runway to be used for takeoff. RWY REQ’D—Charted takeoff field length. If actual runway is less, reduce gross weight to equal the actual runway length. Adjust for runway conditions. ZFW—Zero Fuel Weight. This is the basic operating weight (BOW) plus weight of passengers and cargo (or BEW plus crew, stores, passengers and cargo). Fuel is not included. T.O. WT.—The actual weight of the airplane at the beginning of takeoff roll (does not include taxi fuel).

EMERGENCY RETURN INFORMATION V REF - V APP —Calculated approach speeds corresponding to the appropriate flap settings and based on landing weight. MSA—Minimum Safe Altitude required for obstacle clearance. May be taken from MSA circle on approach plate, ATC clearance or if in VMC, the VFR pattern altitude.

LANDING DATA A Landing Data Card is shown in Figure MAP-1. V REF - V APP —Calculated approach speeds corresponding to the appropriate flap settings and based on landing weight. GA N 1 —Obtained from Flight Manual for go-around (TO N 1 ). It is based on the approach climb configuration. RWY REQ’D—Landing distance adjusted for: aircraft configuration (flaps–antiskid), landing gross weight, runway conditions. CLEARANCE—Space provided for copying ATC clearances and other pertinent airport information.

FOR TRAINING PURPOSES ONLY

MAP-3

CITATION XL/XLS PILOT TRAINING MANUAL

ARPT—Name of airport or ICAO identifier. ELEV—Airport elevation or runway elevation if significantly different than airport elevation. RWY—Runway in use for departures/arrivals. ATIS—Current ATIS information code. WIND—Wind direction and speed as reported by ATIS. VIS—Visibility as reported by ATIS. CIG—Clouds and significant weather as reported by ATIS. TEMP/DP—Temperature and dew point as reported by ATIS. ALT—Altimeter setting as reported by ATIS. RMKS—Any additional information provided by ATIS. ZFW—Zero Fuel Weight. This is the basic empty weight or basic operating weight plus weight of passengers and cargo. Fuel is not included. (This figure should be the same as the takeoff ZFW.) LDG WT—Actual weight for landing at the destination airport. ZFW plus fuel remaining.

NOTE When using the charts to determine the V speeds, remember VREF and VAPP speeds are functions of weight and flap configurations.

STANDARD CALLOUTS (IFR AND VFR) NOTES: 1. Check for appearance of warning flags and gross instrument discrepancies. See Supplement 4 (XLS) or Supplement 19 (XL) for more information. 2. Care must be exercised to preclude callouts which can influence the pilot flying and result in premature abandonment of instrument procedures. 3. It is recommended that all aircraft utilize available electronic/visual systems as an aid in maintaining glide slope. Table MAP-1 is a good example of standard crew calls on a typical flight. It describes the aircraft position, the duties and callouts of both pilots. It will be referred to in this section. MAP-4

FOR TRAINING PURPOSES ONLY

Table MAP-1. STANDARD CALLOUTS LOCATION

CONDITION

CALLOUTS-PF

CALLOUTS-PNF

PF calls for ìbelow the lineî checklist then PNF completes checklist and reports complete.

1. ìBelow the line itemsî

2. ìBEFORE TAKEOFF CHECKLIST completeî

Takeoff

PF sets throttles to TAKEOFF detent. PNF verifies power at target N1.

1. ìVerify powerî

2. ìPower Setî

Takeoff and climb

First indication of airspeed (both PFDs and SFD).

ìAirspeed aliveî

Airspeed indication of 80 KIAS.

ì80 knotsî

Airspeed indicators at computed V1.

ìVee-Oneî

Airspeed indicators at computed VR.

ìRotateî

Positive rate of climb.

1. ìPositive rate, gear UPî

2. ìGear UP selectedî

Single engine at V2 airspeed.

2. ìFLCî

1. ìVee-Twoî 3. ìFLC selectedî

Landing gear confirmed UP.

ìGear is UPî

V2 + 10 KIAS at Safe Altitude.

ìVee-Two plus 10î

V2 + 10 KIAS.

1. ìFlaps up ñ Yaw damper ONî

2. ìFlaps UP selected ñ Movingî 3. ìYaw damper ONî

Passing 10,000 feet (or lower if level off at lower altitude) PF calls for, then PNF completes the AFTER TAKEOFF/CLIMB checklist and calls complete.

ìAFTER TAKEOFF/CLIMB CHECKLISTî

ìAFTER TAKEOFF/CLIMB CHECKLIST completeî

Crossing transition altitude (before TA for JAA) right seat pilot sets primary and SFD altimeters.

2. ìAltimeter 29.92 (or 1013 as required) set twiceî

1. ìAltimeter 29.92 (or 1013 as required) set right sideî

Flaps confirmed up. Cruise climb

ìFlaps are UPî

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Cleared for takeoff

MAP-5

MAP-6

Table MAP-1. STANDARD CALLOUTS (Cont.) LOCATION

CONDITION

CALLOUTS-PF

CALLOUTS-PNF

Altitude changes set by PNF and confirmed by PF.

2. “Roger, (present altitude) for (assigned altitude)”

1. “Altitude preselect set for (assigned altitude)”

Cruise

Level off PF calls for, then PNF completes the CRUISE CHECKLIST.

“CRUISE CHECKLIST”

“CRUISE CHECKLIST complete”

Navigation

When CDI comes off full deflection.

Descent

PF calls for, then PNF completes DESCENT CHECKLIST.

“DESCENT CHECKLIST”

“DESCENT CHECKLIST complete”

Passing through transition altitude (transition level for JAA) right seat pilot sets primary and SFD altimeters.

2. “Altimeter (QNH or QFE as required) set twice”

1. “Altimeter (QNH or QFE as required) set right side”

Prior to FAF, PF calls for, then the PNF completes the APPROACH CHECKLIST.

“APPROACH CHECKLIST”

“APPROACH CHECKLIST complete”

One dot below (precision) or prior to FAF (non-precision).

1. “Landing Gear DOWN, 2. “Landing gear selected BEFORE LANDING CHECKLIST” DOWN” 3. “Landing gear is DOWN, three green, no red”

After landing gear extended (two-engine) or after landing assured (single-engine).

1. “Flaps full down”

Configuring for approach and landing

During approach, radar vectors or procedure turn (IMC)

“Course alive”

2. “Landing flaps selected DOWN” 3. “Flaps are full DOWN”

Prior to landing, confirm landing configuration and BEFORE LANDING CHECKLIST complete.

“BEFORE LANDING CHECKLIST complete”

1,000 feet above DA or MDA.

“1,000 feet above minimums”

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Climbs/descents

Table MAP-1. STANDARD CALLOUTS (Cont.) LOCATION

CONDITION

CALLOUTS-PF

500 feet above DA or MDA.

CALLOUTS-PNF “500 feet above minimums” “100 feet above minimums”

Approach lights/runway in sight (at any time sighted).

“Approach lights/runway in sight at (o’clock position)”

Precision approach

At DH with no visual contact.

“Minimums – Go-around”

Nonprecision approach

At MDA.

“Minimums”

At missed approach point (or VDP) with no visual contact.

“Missed approach point (or VDP), no contact, go-around”

Departing DH/MDA/VDP

Visual for a landing.

1. “Visual for Landing” 2. “Departing MDA (nonprecision)”

3. “Sink rate (feet per minute)” 4. “REF + (amount)”

Go-around

Called by either pilot. PF calls for and PNF completes GO-AROUND CHECKLIST.

1. “Going around, flaps fifteen, GO-AROUND CHECKLIST” 4. “Positive rate, Gear up. Goaround checklist”

2. “Flaps fifteen selected” 3. “Flaps are fifteen” 5. “Gear-up selected”

Single engine.

2. “FLC”

1. “Vee APPROACH is ___”

MAP-7

VFR approach

500 feet above field elevation PNF calls 500 feet above, speed (Vref plus), sink rate.

1. “500 Above” 2. “Speed – Ref plus ________” 3. “Sink _________ hundred”

In flight

Transfer of aircraft control.

“You have control, autopilot is (ON / OFF), Flight Director (NAV / HDG), heading ______, altitude ______.”

“I have control, heading _____, altitude ______.”

Significant deviation

Significant deviations in airspeed, heading, altitude, course, vertical speed, or bank angle may be called by either pilot.

Calls and/or acknowledges the deviation then states “CORRECTING” when doing so.

Calls the deviation.

CITATION XL/XLS PILOT TRAINING MANUAL

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100 feet above DA or MDA.

CITATION XL/XLS PILOT TRAINING MANUAL

TAKEOFF LIMITATIONS (FLAPS “TAKEOFF AND APPROACH” AND FLAPS “TAKEOFF”) The takeoff weight is limited by the most restrictive of the following requirements: 1.

Maximum certified takeoff weight (structural).

2.

Maximum takeoff weight permitted by takeoff climb requirements (normally, 2nd segment climb requirement).

3.

Maximum takeoff weight permitted by takeoff field length.

Takeoff field length ensures a rejected takeoff can be completed on the existing runway and it allows for the takeoff to be continued, ensuring the aircraft reaches a height of 35 feet dry, 15 feet wet, (reference zero) by the time it reaches the end of the takeoff distance. These requirements are operating limitations and must be complied with. Additionally, obstacle clearance capability may be an actual physical necessity, if not a legal requirement, and may further limit the takeoff weight. The pilot should also consider the landing weight restrictions at the destination airport. The limited landing weight plus the expected fuel to be burned enroute may be more limiting than any restrictions at the departure airport, especially if the trip is of short duration.

TAKEOFF BRIEFING Prior to takeoff, the pilot-in-command should review with the copilot the standard callouts, the departure procedures and also the emergency procedures for a rejected takeoff prior to V 1 or a continued takeoff after V 1. Considerations should be given to a minimum of the following items.

STATIC VS. ROLLING TAKEOFF All performance data is based on a static takeoff (engines producing takeoff thrust prior to releasing the brakes. However, this type of takeoff is highly uncomfortable for the passengers, therefore, runway length permitting, it is advisable to perform a rolling takeoff.

FLAP SETTING Review and check the flap setting. This will be based on the performance criteria required for the airport departure procedure. Anti-ice will affect performance, therefore, it is advisable to brief whether anti-ice will be on or off.

MAP-8

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

NORMAL CALLOUTS With EECs operational, setting power is just a matter of advancing the throttles to the takeoff detent. Power only needs to be verified within the normal range of fan speed. Standard calls during the takeoff roll may vary, but, should be standard within each flight department. Monitoring engine instruments and flight instruments for any irregularity is essential for safety of flight. Any such irregularity prior to the specified speed for abort, e.g.,V 1 , should be called out as “ABORT” with a simple explanation why, e.g., “CABIN DOOR OPEN.” The pilot-in-command will have final authority to abort. After an abort, the problem may be sorted out once safely stopped and clear of the runway.

EMERGENCIES A plan of action should be discussed in the event of an emergency. The plan should consist of safety items, such as safe altitudes and headings, emergency checklists, airplane handling, and a safe return to the departure airport or departure alternate, all based on weather conditions.

TAKEOFF BRIEFING—EXAMPLE The following is an example of a standard takeoff briefing. The briefing should be accomplished prior to requesting takeoff clearance. Although your exact phraseology may differ, the main ideas should remain in the briefing. 1.

“This will be a (static or rolling) takeoff with flaps set at (state flap position).” (Mention Anti-Ice if required).

2.

“I will set the throttles, and you verify the takeoff power.”

3.

“Call: ‘Airspeed Alive,’ ‘80 knots, cross-check,’ ‘Vee One,’ ‘Rotate,’ ‘Positive Rate,’ and ‘Vee two plus ten.’

4.

“Monitor all engine instruments and the annunciator panel during takeoff, cross-check both airspeed indicators at 80 knots.”

5.

“In the event of a serious malfunction prior to V1, call ‘Abort’ and I will execute the abort.”

6.

“If a malfunction occurs at or after V1, we will continue the takeoff. After safely airborne, advise me of the malfunction and we will handle it as an in-flight emergency.”

7.

“In the event of a thrust reverser deployment, I will fly the aircraft and you will do the emergency stow.”

FOR TRAINING PURPOSES ONLY

MAP-9

CITATION XL/XLS PILOT TRAINING MANUAL

8.

“In the event of an engine failure or fire, do not identify the engine, only advise if it is a failure or a fire.”

9.

“Minimum safe altitude for emergencies will be (state altitude). Plan to fly (type of approach).” Fly V2 until altitude is reached.

10.

“Departure instructions are (Inst. Depart., route, altitude, etc.).”

11.

“The navaids are set to (__________________).”

12.

“Any questions?”

TAKEOFF ROLL The pilot will steadily advance the throttles to the takeoff detent. The copilot will check and verify the N 1 gages and make the standard calls while monitoring all instrument indications. If an abnormal situation, annunciator light, system failure, etc., occurs during the takeoff roll, the copilot notifies the pilot-in-command, who makes the final decision to take off or abort. If the decision to abort is made, the memory items for ENGINE FAILURE, OR FIRE, OR MASTER WARNING DURING TAKEOFF—Speed Below V 1 , should be performed. Once stopped, or if able, clear of the runway, notify ATC of your actions.

NORMAL TAKEOFF When “ROTATE” is called (V R ), the pilot should apply steady back pressure and allow the aircraft to rotate to a 10° noseup pitch attitude on the ADI. When a positive rate of climb is indicated, retract the gear. As the airspeed increases through a minimum of V 2 + 10 knots (VFR), retract the flaps. Continue to accelerate to normal climb speed and complete the After Takeoff—Climb items.

ENGINE FAILURE AT OR ABOVE V1 If an engine fails at or above V 1 , the takeoff will normally be continued. At V R , steadily apply back pressure to allow the aircraft to rotate the nose to 10° noseup pitch attitude. Do not attempt to “pull” the aircraft off the runway. Perform a “normal” rotation to allow the aircraft to fly off the runway. After establishing a positive rate of climb, raise the landing gear. Maintain V 2 until reaching a safe altitude, or 1,500 feet above airport elevation, whichever is higher, then lower the nose, without losing altitude to accelerate to V ENR . As the airspeed reaches V 2 + 10 knots (VFR), retract the flaps and accelerate to V ENR . When V ENR is achieved or the single-engine 10-minute limitation for takeoff power is reached, reduce power to the climb detent. Continue climb at V ENR to assigned or amended altitude. When time and cockpit duties permit, complete the appropriate Emergency Procedures checklist and the After Takeoff—Climb checklist.

MAP-10

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

WARNING If rudder bias in inoperative, it will be necessary to apply greater rudder pressure to maintain directional control. The amount of rudder pressure will depend on several factors, i.e., airspeed, power setting, and flap or gear configuration. Maintain sufficient rudder pressure to keep the ball centered. Remember, as speed changes, the rudder pressure will also change.

NOTE •

Don’t let the emergency distract from flying the airplane. Wait until safety air borne, at a safe altitude, before performing the emergency and the After Takeoff—Climb checklist. Some memory items may require a more immediate action.

•

If engine time limits at takeoff power is reached prior to reaching V ENR (clear of obstacles) maintain attained airspeed, reduce power to the climb detent, and climb to the enroute altitude.

•

If it becomes necessary to maneuver the airplane during the single-engine departure climb before attaining minimum maneuvering speed, limit the bank angle to 15°.

OBSTACLE CLEARANCE (LOSS OF ENGINE AT V1) FAR 25 requires that the aircraft manufacturer display a Takeoff Profile beginning at reference zero and ending at 1,500 feet AGL (Figure MAP-2).

TAKEOFF THRUST*

NT

3RD SEGMENT

L SEG FINA

T MEN

ME

REFERENCE ZERO ENT

GM T SE

1S

D

2N

G SE

1,500 FEET AGL

GEAR UP

* SEE TABLE MAP-1, THRUST SETTING REFERENCE ZERO: = 35 FEET ABOVE TAKEOFF SURFACE FOR A DRY RUNWAY = 15 FEET ABOVE TAKEOFF SURFACE FOR A WET RUNWAY

Figure MAP-2. Takeoff Climb Profile

FOR TRAINING PURPOSES ONLY

MAP-11

CITATION XL/XLS PILOT TRAINING MANUAL

Second segment is generally the most limiting segment. When at an airport that requires a minimum climb gradient to an altitude that is higher than 1,500 feet AGL, the second segment is extended to that minimum “safe” altitude. In order to meet the second segment climb, all conditions must be met, particularly, climbing at V 2 . Table MAP-2 shows FAR PART 25 climb profile. Table MAP-2. FAR PART 25 CLIMB PROFILE 1ST SEGMENT 2ND SEGMENT

3RD & FINAL SEGMENT

SPEED

V2

V2

V2 + 10 Flaps transitioning to UPaccelerating to VENR

Thrust Setting: 10 Minutes for single engine.

Takeoff (One Engine Anti ice On/Off)

Takeoff (One Engine Anti ice On/Off)

Takeoff (One Engine Anti ice On/Off)

Flap Position:

7° or 15° (As Required)

7° or 15° (As Required)

Transitioning from Takeoff to UP

Gear Position:

Down

Up

Up

Required Climb Gradient:

Positive (Greater than Zero)

2.4% Gross (1.6% Net)

1.2% Gross (0.1% net)

* Refer to the Aircraft Flight Manual for limitations on takeoff thrust time limitations (normally 5 minutes, but may be extended to 10 minutes if required).

TAKEOFF FLIGHT PROFILES Figures MAP-3, MAP-4 and MAP-5 demonstrate takeoff flight profiles.

MAP-12

FOR TRAINING PURPOSES ONLY

EVALUATE SITUATION * 1.

CLEAR RUNWAY OR EMERGENCY EVACUATION

FOR TRAINING PURPOSES ONLY

CLEARED FOR TAKEOFF 1. THROTTLES—T/O N1 SET 2. BRAKES—RELEASE

BEFORE TAKEOFF 1. TAKEOFF CHECKLIST/ BRIEFING—COMPLETED

MAP-13

* NOTE: CONSIDER BRAKE ENERGY PRIOR TO SUBSEQUENT OPERATION OF THE AIRCRAFT.

Figure MAP-3. Takeoff—Aborted

CITATION XL/XLS PILOT TRAINING MANUAL

DECISION TO ABORT 1. CALL "ABORT" 2. BRAKES—MAXIMUM EFFORT 3. THROTTLES—IDLE 4. THRUST REVERSERS—DEPLOY ON UNAFFECTED ENGINE(S) 5. SPEED BRAKES—EXTEND

MAP-14

AFTER TAKEOFF/CLIMB 1. ACCELERATE TO NORMAL CLIMB SPEED 2. THROTTLES—MCT, OR AS REQUIRED 3. AFTER TAKEOFF/CLIMB CHECKLIST— COMPLETED

CLEARED FOR TAKEOFF 1. THROTTLES—T/O N1 SET 2. BRAKES—RELEASE

BEFORE TAKEOFF 1. TAKEOFF CHECKLIST/ BRIEFING—COMPLETED

Figure MAP-4. Takeoff—Normal

GEAR/FLAP RETRACTION 1. POSITIVE RATE OF CLIMB—GEAR UP 2. AT A PREDETERMINED ALTITUDE CONSIDERING TERRAIN, AND AT A MINIMUM AIRSPEED OF V2 + 10 KT— FLAPS UP

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

ROTATE 1. VR—SMOOTHLY ROTATE TO 10˚ NOSE UP ATTITUDE

AFTER TAKEOFF/CLIMB 1. CLIMB AS REQUIRED AT VENR 2. THROTTLES—MCT, OR AS REQUIRED 3. AFTER TAKEOFF/CLIMB/ENGINE FAILURE CHECKLISTS—COMPLETED

GEAR RETRACTION/INITIAL CLIMB

ROTATE 1. AT VR—SMOOTHLY ROTATE TO 10˚ NOSE UP ATTITUDE

FLAP RETRACTION 1. AT V2 + 10 KT (MINIMUM)— FLAPS UP 2. ACCELERATE TO VENR

CLEARED FOR TAKEOFF 1. THROTTLES—T/O N1 SET 2. BRAKES—RELEASE

ENGINE FAILURE 1. LOSS OF ENGINE AT OR ABOVE V1

BEFORE TAKEOFF

MAP-15

1. TAKEOFF CHECKLIST/ BRIEFING—COMPLETED

Figure MAP-5. Takeoff Engine Failure at or Above V1

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

1. POSITIVE RATE CLIMB—GEAR UP 2. AIRSPEED—V2 3. CLIMB AT V2 TO 1,500' AGL OR CLEAR OF OBSTACLES, WHICHEVER IS HIGHER

CITATION XL/XLS PILOT TRAINING MANUAL

ENROUTE LIMITATIONS The AFM chart, “Enroute Net Climb Gradient: Single Engine,” is not an operating limitation of the airplane. However, it allows the pilot to calculate the maximum enroute altitude that the airplane will climb to on one engine or drift down to if an engine fails at a higher altitude. The chart depicts the actual or gross gradient of climb reduced by 1.1% net.

HOLDING SPEEDS Based upon approximately 200-220 KIAS depending upon altitude for a 20,000 pound Citation Excel/XLS with a 5-knot decrease for each 1,000 pound of weight decrease, if the angle-of-attack indicator is used for holding, .38-.40 will provide optimum specific range or miles per gallon of fuel. If fuel is critical, flying 0.6 on the angle-of-attack indicator will provide best endurance or maximum flight time per gallon of fuel.

MINIMUM MANEUVERING SPEED This speed is the minimum speed that will provide an adequate margin above stall while maneuvering the aircraft. Table MAP-3 lists the factors to be added to full flap V REF for the Citation Excel/XLS minimum maneuvering speeds. Table MAP-3. MINIMUM MANEUVERING SPEEDS

FLAP CONFIGURATION

VREF

CLEAN

+30

FLAPS T.O. (7°)

+20

FLAPS T.O. AND APPR (15°)

+20

FLAPS LAND (35°)

+10

STEEP TURNS Figure MAP-6 demonstrates a steep turn profile.

PROCEDURE • AIRSPEED—200 KIAS • BANK ANGLE— 45° • MAINTAIN ALTITUDE • INCREASE THRUST PASSING THROUGH 30° BANK ANGLE (APPROXIMATELY 3% N). • PLAN ROLLOUT SO THAT WINGS ARE LEVEL AS THE AIRCRAFT REACHES THE DESIRED HEADING. MAP-16

FOR TRAINING PURPOSES ONLY

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EXIT 1. PLAN ROLLOUT SO THAT WINGS ARE LEVEL AS THE AIRCRAFT REACHES THE DESIRED HEADING

1. INCREASE THRUST PASSING THROUGH 30˚ BANK ANGLE (APPROX. FLOW OR 3% N1)

ENTRY 1. AIRSPEED—200 KIAS 2. BANK ANGLE—45˚ 3. MAINTAIN ALTITUDE

Figure MAP-6. Steep Turns

FOR TRAINING PURPOSES ONLY

MAP-17

CITATION XL/XLS PILOT TRAINING MANUAL

APPROACHES TO STALL Prior to any planned approaches to stall (Figures MAP-7 through MAP-9), clear area visually. All recoveries will be made with power and minimum loss of altitude. At least one approach to a stall shall be accomplished while in a turn using a constant bank angle of 15° to 30°. For Citation Excel/XLS aircraft, stall warning is normally provided by a stick shaker attached to the control columns. It is activated by an angle-ofattack indication of approximately .82 (gear down, full flaps). Additionally, stall strips on the inboard section of each wing leading edge provide aerodynamic stall warning during high angles of attack, which causes disruption of airflow over the horizontal stabilizer, resulting in a prestall buffet. Stall recovery should be initiated at the onset of either indication (AOA warning or aerodynamic prestall buffet). Prior to stalls, the following items should be completed. The acronym ICEY will aid in remembering the items: 1.

Ignition................................................................................................... ON

2.

Compute.......................... VREF (landing configuration) for aircraft weight

3.

Engine Synchronizer ............................................................................ OFF

4.

Yaw damper.......................................................................................... OFF

NOTE: Limitations: No intentional stalls are permitted above 25,000 feet.

MAP-18

FOR TRAINING PURPOSES ONLY

BEGINNING OF MANEUVER

1. APPLY MAX POWER 2. MAINTAIN PITCH ATTITUDE 3. KEEP WINGS LEVEL 4. IT MAY BE NECESSARY TO RELAX PITCH ATTITUDE SLIGHTLY

COMPLETION OF MANEUVER

1. ACCELERATE

MAP-19

AERODYNAMIC BUFFET OR STICK SHAKER (IF APPLICABLE), WHICHEVER OCCURS FIRST

Figure MAP-7. Approach to Stall—Enroute Configuration

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

1. LEVEL FLIGHT—CLEAN AIRCRAFT 2. POWER—IDLE 3. MAINTAIN ALTITUDE 4. TRIM—AS REQUIRED

RECOVERY

MAP-20

BEGINNING OF MANEUVER

RECOVERY

1. APPLY MAX POWER 2. CHECK FLAPS AT TAKEOFF & APPROACH 3. MAINTAIN PITCH ATTITUDE 4. ROLL WINGS LEVEL *

1. ACCELERATE TO VAPP + 10 KT 2. RETRACT FLAPS

AERODYNAMIC BUFFET OR STICKSHAKER (IF APPLICABLE), WHICHEVER OCCURS FIRST * USE RUDDER TO AID IN LEVELING THE WINGS. THESE WILL MINIMIZE THE ADVERSE YAW PRODUCED BY DOWN AILERON.

Figure MAP-8. Approach to Stall—Takeoff Configuration

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

1. LEVEL FLIGHT 2. FLAPS—TAKEOFF & APPROACH 3. ROLL INTO 20˚ BANK 4. SET POWER TO IDLE 5. MAINTAIN ALTITUDE 6. TRIM—AS REQUIRED

COMPLETION OF MANEUVER

BEGINNING OF MANEUVER

1. APPLY MAX POWER 2. MAINTAIN 5˚ - 10˚ NOSE UP PITCH ATTITUDE 3. MAINTAIN WINGS LEVEL 4. CALL FOR FLAPS TO TAKEOFF & APPROACH

COMPLETION OF MANEUVER

1. MAINTAIN ATTITUDE UNTIL A POSITIVE RATE OF CLIMB IS OBTAINED 2. RETRACT THE GEAR 3. CLIMB TO DESIRED ALTITUDE AT VAPP THEN ALLOW AIRSPEED TO INCREASE TO VAPP + 10 KT 4. RETRACT FLAPS

AERODYNAMIC BUFFET OR STICKSHAKER (IF APPLICABLE), WHICHEVER OCCURS FIRST

MAP-21

Figure MAP-9. Approach to Stall—Landing Configuration

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

1. LEVEL FLIGHT 2. GEAR—DOWN 3. FLAPS—LAND (35˚) 4. SET POWER TO 45% - 50% N1 5. TRIM—AS REQUIRED

RECOVERY

CITATION XL/XLS PILOT TRAINING MANUAL

UNUSUAL ATTITUDES An unusual attitude is an aircraft attitude occurring inadvertently. It may result from one factor or a combination of several factors, such as turbulence, distraction from cockpit duties, instrument failure, inattention, spatial disorientation, etc. In most instances, these attitudes are mild enough for the pilot to recover by reestablishing the proper attitude for the desired flight condition and resuming a normal cross-check. Techniques of recovery should be compatible with the severity of the unusual attitude, the characteristics of the airplane and the altitude available for recovery. The following aerodynamic principles and considerations are applicable to recovery from unusual attitudes: • The elimination of a bank in a dive aids in pitch control. • The use of bank in a climb aids in pitch control. • Power and speedbrakes, used properly, aid in airspeed control.

RECOVERY PROCEDURES Attitude Indicator(s) Operative Normally, an attitude is recognized in one of two ways: an unusual attitude “picture” on the attitude indicator or unusual performance on the performance instruments. Regardless of how the attitude is recognized, verify that an unusual attitude exists by comparing control and performance instrument indications prior to initiating recovery on the attitude indicator. This precludes entering an unusual attitude as a result of making control movements to correct for erroneous instrument indications. • If diving, adjust power and/or speedbrakes as appropriate, based on indicated airspeed while rolling to a wings-level, upright attitude, and correct to level flight on the attitude indicator. • If climbing, use power as required, and bank to the “nearest” horizon as necessary to assist in pitch control and to avoid negative G forces. As the airplane symbol approaches the horizontal bar, adjust pitch, bank and power to complete the recovery and establish the desired aircraft attitude. If there is any doubt as to proper attitude indicator operation, then recovery should be made using attitude indicator inoperative procedures:

MAP-22

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Attitude Indicator(s) Inoperative With an inoperative attitude indicator, successful recovery from unusual attitudes depends greatly on early recognition of attitude indicator failure. For example, attitude indicator failure should immediately be suspected if control pressures are applied for a turn without corresponding attitude indicator changes. Another example is satisfactory performance instrument indications that contradict the “picture” on the attitude indicator. If an unusual attitude is encountered with an inoperative attitude indicator, the following procedure is recommended: • Check other attitude indicators for proper operation and recover on the operative attitude indicator. • If unable to determine a reliable attitude indicator, use the following procedures based on indicated airspeed.

Airspeed High and Increasing 1.

If airspeed is high and increasing, decrease power and extend the speedbrakes to prevent speeds in excess of VMO or MMO.

2.

Level the wings based on movement of the heading indicator. Example, if the heading indicator is turning clockwise, the aircraft is in a left bank, rotate the yoke clockwise until the heading indicator stops turning.

3.

Level the pitch attitude based on the movement of the altimeter / VVI. If the altitude is decreasing, gently but firmly pull on the yoke until the altitude is constant and/or the VVI is reading zero. Adjust yoke pressure to maintain a constant attitude.

4.

Once the airspeed has reached a comfortable level, adjust power and retract the speedbrakes to maintain a safe airspeed while using the heading indicator for bank control and altimeter for pitch control.

Airspeed Low and Decreasing 1.

If the airspeed is low and decreasing, increase power as necessary.

2.

Level the pitch attitude based on the altimeter/VVI. If the altitude is increasing, gently push on the yoke, avoiding any negative g, until the altitude is constant or the VVI is reading zero. Adjust yoke pressure to maintain a constant altitude.

3.

Level the wings based on the heading indicator. If the heading indicator is turning counterclockwise, the aircraft is in a right bank, rotate the yoke counterclockwise until the heading indicator stops turning.

FOR TRAINING PURPOSES ONLY

MAP-23

CITATION XL/XLS PILOT TRAINING MANUAL

NOTE In a nose high situation, without the use of an attitude indicator, it may be risky to roll the aircraft to reduce the vertical lift to bring the nose down to a level attitude. Accurate monitoring of the heading indicator is necessary to ensure the aircraft does not go into an overbank situation. If the heading indicator is turning slowly, let the climb rate decrease to zero before leveling the wings.

EMERGENCY DESCENT 1.

Start maneuver at an altitude of 35,000 to 45,000 feet (Figure MAP-10).

2.

The initial entry into the descent begins when the throttles are brought to idle and the speedbrakes are extended. The aircraft will begin a pitch down movement. Allow the nose to drop to about 20° nosedown pitch avoiding any negative g forces on the airplane. As the speed approaches MMO/VMO, adjust nosedown pitch to maintain this speed and trim to maintain the desired speed.

3.

Call out periodic altitude checks during descent.

4.

Copilot calls 2,000 feet above level-off altitude; start level-off 1,000 feet above altitude and retract speedbrakes.

MAP-24

FOR TRAINING PURPOSES ONLY

INITIAL

DESCENT

LEVEL-OFF

FOR TRAINING PURPOSES ONLY

1. PERORM MEMORY ITEMS FOR “ CAB ALT” “CABIN DECOMPRSSION” 2. COMPLETE THE CABIN DECOMPRESSION CHECKLIST ITEMS AS TIME PERMITS. 3. PERFORM THE EMERGENCY DESCENT AS REQUIRED

INITIATE DESCENT 1. PERFORM THE MEMORY ITEMS “EMERGENCY DESCENT”. 2. COMPLETE THE EMERGENCY DESCENT CHECKLIST ITEMS AS TIME PERMITS.

DURING DESCENT 1. ATC—NOTIFY 2. ATC TRANSPONDER—7700 (IF NECESSARY) 3. ALTIMETER SETTING—REQUEST 4. DETERMINE MINIMUM SAFE ALTITUDE 5. PRESSURIZATION—RESET, IF ABLE

* NOTE: IF SMOKE IS PRESENT IN THE COCKPIT, PERFORM THE “ELECTRICAL FIRE OR SMOKE” OR THE “SMOKE REMOVAL” CHECKLISTS AS REQUIRED.

MAP-25

Figure MAP-10. Emergency Descent

APPROACHING DESIRED ALTITUDE 1. LEVEL OFF—INITIATE 1,000' PRIOR TO DESIRED ALTITUDE 2. SPEED BRAKES—RETRACT 3. CREW OXYGEN—NORMAL 4. DETERMINE WELL BEING

CITATION XL/XLS PILOT TRAINING MANUAL

IF THIS DECISION IS A RESULT OF CABIN DECOMPRESSION

CITATION XL/XLS PILOT TRAINING MANUAL

APPROACHES AND LANDING PROCEDURES FLIGHT DECK DISCIPLINE Good operating practices are essential for precise execution of approach procedures, whether on instruments or visual. By constantly maintaining an awareness of the progress along the approach profile, the crew provides for an orderly transition to the landing runway. Cross-checking must be thorough and continuous. Approach planning begins sufficiently in advance of the approach, with a review of the approach charts and attention given to alternative courses of action (Figure MAP-11). Flight information redundancy improves the ability to cross-check, which in turn provides for a continuous validation of one information source against another. It also decreases the affect of overconcentration on a single instrument display. The cross-check on final approach is, therefore, enhanced by tuning both pilot navigation aids to the same frequencies.

MAP-26

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

FIgure MAP-11. Approach Plate (Typical)

FOR TRAINING PURPOSES ONLY

MAP-27

CITATION XL/XLS PILOT TRAINING MANUAL

APPROACH BRIEFING Prior to completing the Before Landing Checklist, a thorough briefing should be given by the pilot flying. Items to cover should include, but not be limited to, type of approach and transition, radio frequencies, courses and altitudes, timing and missed approach procedures along with the standard calls as outlined in Table MAP-1. Approach profiles are shown in Figures MAP-12 and MAP-13. The following is an example of a standard approach briefing: 1.

“This will be the ILS approach to runway 1L at Wichita, chart number 111, dated eleven September, XXXX.”

2.

“Localizer frequency is 109.1. set in NAV 1 with the inbound course of 013° set on the HSI. Set 113.8 in NAV 2 with 149° course selected to identify CHITO. Identify all navigation aids.”

IAF (OR DOWNWIND VEC TORS) 1. APPROACH CHECKLIST—INITIATE 2. AIRSPEED—160 - 180 KIAS

ABEAM FAF OR PROCEDURE TURN OUTBOUND 1. FLAPS—15˚ 2. AIRSPEED (MIN)—MINIMUM MANEUVERING SPEED *

GLIDESLOPE INTERCEPT (NORMAL) 1. ONE DOT FROM G/S INTERCEPT—GEAR DOWN 2. G/S INTERCEPT—FLAPS 35˚ 3. AIRSPEED (MIN)—VREF + 10 KT 4. BEFORE LANDING CHECKLIST—COMPLETED

GLIDESLOPE INTERCEPT (SINGLE ENGINE) 1. GEAR DOWN 2. AIRSPEED (MIN)—VAPP + 10 KT 3. SINGLE ENGINE APPROACH AND LANDING CHECKLIST—COMPLETED

DECISION HEIGHT 1. RUNWAY VISUAL REFERENCES IN SIGHT: a. MAINTAIN GLIDESLOPE b. LANDING ASSURED (NORMAL)— VREF CROSSING THRESHOLD c. LANDING ASSURED (SINGLE ENGINE)— FLAPS 35˚ AND VREF CROSSING THRESHOLD 2. RUNWAY VISUAL REFERENCES NOT IN SIGHT: a. ACCOMPLISH MISSED APPROACH

NOTE: IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1/2 OF THE GUST FACTOR IN EXCESS OF 5 KT. * MINIMUM MANEUVERING SPEED IS: VREF + 30 (FLAPS 0˚) VREF + 20 (FLAPS T.O. & APP) VREF + 10 (FLAPS 35˚)

Figure MAP-12. ILS Approach—Normal/Single Engine

MAP-28

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

3.

“Start timing at CHITO, using two minutes, three seconds for 140 knots ground speed. After crossing CHITO, set the ILS frequency in NAV 2 and set your HSI to match mine.”

4.

“Missed approach point will be a decision height of 1514 with 200 set in the radar altimeter” (XL). Baro minimums 1520 (XLS).

5.

“In the event of a missed approach, I’ll start a climb to 3,600 feet. At 3,000 feet, I will turn left direct to ICT VOR and hold.”

6.

“We will observe all standard callouts. Any questions?”

IAF (OR DOWNWIND VEC TORS) 1. APPROACH CHECKLIST—INITIATE 2. AIRSPEED—160 - 180 KIAS

ABEAM FAF OR PROCEDURE TURN OUTBOUND 1. FLAPS—15˚ 2. AIRSPEED (MIN)—MINIMUM MANEUVERING SPEED *

INBOUND TO FAF (NORMAL) 1. APPROX. 2 MILES PRIOR TO FAF—GEAR DOWN 2. FLAPS—35˚ 3. AIRSPEED (MIN)—VREF + 10 KT 4. BEFORE LANDING CHECKLIST— COMPLETED

INBOUND TO FAF (SINGLE-ENGINE) 1. APPROX. 2 MILES PRIOR TO FAF— GEAR DOWN 2. AIRSPEED (MIN)—VAPP + 10 KT (WITH FLAPS 15˚) 3. SINGLE ENGINE AND LANDING CHECKLIST—COMPLETED

MINIMUMS

MINIMUM DESCENT ALTITUDE 1. RUNWAY VISUAL REFERENCES IN SIGHT: a. CONTINUE APPROACH b. BEGIN DESCENT AT VISUAL DESCENT POINT c. LANDING ASSURED (NORMAL)— VREF CROSSING THRESHOLD d. LANDING ASSURED (SINGLE ENGINE)— FLAPS 35˚ AND VREF CROSSING THRESHOLD 2. RUNWAY VISUAL REFERENCES NOT IN SIGHT: a. CONTINUE TO MISSED APPROACH POINT b. ACCOMPLISH MISSED APPROACH

NOTE: IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1/2 OF THE GUST FACTOR IN EXCESS OF 5 KT. *

MINIMUM MANEUVERING SPEED IS: VREF + 30 (FLAPS 0˚) VREF + 20 (FLAPS T.O. & APP) VREF + 10 (FLAPS 35˚)

Figure MAP-13. Nonprecision—Normal/Single Engine

FOR TRAINING PURPOSES ONLY

MAP-29

CITATION XL/XLS PILOT TRAINING MANUAL

SCAN TRANSFER The transfer from instruments to visual flight differs with the approach being made.

Noncoupled Approaches: • The pilot flying remains on instruments. When reaching DH or MDA and being advised of continuous visual reference, he progressively adjusts his scan to visual flight, announces “I am visual,” and lands. • The pilot not flying, when approaching DH or MDA, adjusts his scan pattern to include outside visual clues. When the pilot flying announces that he is “visual,” the pilot not flying assumes the responsibility for monitoring the instruments and provides continuous advice of warning flags and deviations from approach tolerances (sink rate, airspeed, glide slope and localizer) to touchdown.

Coupled Approaches: • The pilot flying adjusts his scan pattern to include outside visual cues. When reaching DH and having assured himself of continuous visual reference, he announces, “I am visual” and lands. • The pilot not flying concentrates on instruments to touchdown, advising of warning flags and deviation from approach tolerances.

CIRCLING APPROACHES A circling approach may follow any authorized instrument approach (Figure MAP14). Although the Citation Excel aircraft are in approach category B, category C minimums are used during the circling approach due to the higher maneuvering airspeeds. A normal instrument approach is flown down to the circling MDA until visual contact with the airport environment is made. With the airport in sight, the approach becomes a visual reference approach with a continued cross-check of the flight instruments. Since it is primarily a visual approach at this point, configuration and speeds will be the same as for a normal visual approach. Leaving the final approach fix, minimum maneuvering speed with the flaps in the LAND position and the landing gear down, reduce the power to provide a 1,000 fpm rate of descent. When approaching MDA, power should be added to maintain airspeed while leveling off, thereby reducing the rate of descent and ensuring that the aircraft does not go below MDA. There are many recommended circling procedures once the airport is in sight. Any procedure is acceptable, provided the following criteria are met: • The airport environment is always in sight. • A safe and controllable airspeed is maintained. • MDA is maintained until the aircraft is in position to perform a normal descent to a landing on the landing runway without excessive maneuvering. MAP-30

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

ABEAM FAF OR PROCEDURE TURN OUTBOUND

DOWNWIND VEC TORS OR APPROACHING THE IAF 1. APPROACH CHECKLIST—INITIATE 2. AIRSPEED—160 - 180 KIAS

1. FLAPS—15˚ 2. AIRSPEED (MIN)—MINIMUM MANEUVERING SPEED *

INBOUND TO FAF 1. APPROX. 2 MILES PRIOR TO FAF— GEAR DOWN 2. AT FAF—FLAPS 35˚ (NORMAL) OR FLAPS 15˚ (SINGLE-ENGINE) 3. AIRSPEED (MIN)—MINIMUM MANEUVERING SPEED * 4. LANDING CHECKLIST—COMPLETED

MINIMUM DESCENT ALTITUDE 1. IF AIRPORT ENVIRONMENT IS IN SIGHT: a. CIRCLE/MANEUVER TO LAND b. SPEED—MINIMUM MANEUVER SPEED * c. MAX BANK ANGLE—30˚ 2. IF AIRPORT ENVIRONMENT IS NOT IN SIGHT: a. CONTINUE TO MISSED APPROACH POINT b. ACCOMPLISH MISSED APPROACH

90˚

ON FINAL 1. AIRSPEED (MIN)—VREF (NORMAL) OR VAPP (SINGLE ENGINE) 2. IF SINGLE ENGINE—FLAPS 35˚ AND AIRSPEED VREF WHAN LANDING IS ASSURED

KE

EP

AIR

PO

RT E

NV

IRO

NM

EN

T IN

SIG

HT

* MINIMUM MANEUVERING SPEED IS: VREF + 30 (FLAPS 0˚) VREF + 20 (FLAPS T.O. & APP) VREF + 10 (FLAPS 35˚) NOTE: IN GUSTY WIND CONDITIONS, INCREASE VREF/VAPP BY 1/2 GUST FACTOR IN EXCESS OF 5 KT.

TURN TO FINAL 1. AIRSPEED (MIN)—MINIMUM MANEUVERING SPEED * 2. MAX BANK ANGLE—30˚

Figure MAP-14. Circling Approach

MISSED APPROACH OR GO-AROUND In the event of a missed approach or a go-around, simultaneously push the throttle levers to the TO detent, while pressing the go-around button (Figures MAP-15 and MAP-16). Pressing the go-around button will cancel all modes set in the flight director and command a 10° nose up pitch attitude. Call for flaps APPROACH (flaps 15 or flaps 7 if climb gradient is a factor) and press the heading button on the flight director control panel. If a GPS approach (or overlay) was programmed into the FMS and the missed approach procedure is sequenced by use of the go-around button, the pilot flying may elect to press the NAV button on the flight director instead of the heading button and follow the missed approach by way of the FMS.

FOR TRAINING PURPOSES ONLY

MAP-31

MAP-32

MAXIMUM THRUST

NORMAL CLIMB THRUST CLIMB FLAP RETRACTION

DECISION POINT

1. AT A PRE-DETERMINED ALTITUDE, CONSIDERING TERRAIN, AND AT A MINIMUM AIRSPEED OF VAPP + 10 KT—FLAPS UP 2. ACCELERATE TO NORMAL CLIMB SPEED

POSITIVE RATE 1. GEAR—UP

"GO-AROUND" AIRPORT

Figure MAP-15. Missed Approach—Normal

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

SIMULTANEOUSLY: 1. SELECT GO-AROUND 2. APPLY MAX POWER 3. ROTATE 10˚ NOSE UP (COMMAND BARS) 4. CHECK/SET FLAPS TO 15˚ 5. SELECT HDG OR NAV ON F/D

1. CLIMB AS REQUIRED 2. THROTTLES—MCT, OR AS REQUIRED 3. AFTER TAKEOFF/CLIMB CHECKLIST—COMPLETED

MAXIMUM CONTINUOUS

MAXIMUM THRUST

CLIMB DECISION POINT FOR TRAINING PURPOSES ONLY

1. AT VAPP + 10 KT (MINIMUM)— FLAPS UP 2. ACCELERATE TO VENR

SIMULTANEOUSLY: 1. SELECT GO-AROUND 2. APPLY MAX POWER ON GOOD ENGINE 3. ROTATE TO COMMAND BARS (10˚ NOSE UP ATTITUDE) 4. CHECK/SET FLAPS TO 15˚ 5. SELECT HDG OR NAV ON F/D

POSITIVE RATE 1. GEAR—UP 2. AIRSPEED—VAPP UNTIL 1,500' AGL OR CLEAR OF OBSTACLES, WHICHEVER IS HIGHER

1,500' AGL (MIN) "GO-AROUND" AIRPORT

MAP-33

Figure MAP-16. Missed Approach—Single Engine

1. CLIMB AS REQUIRED AT VENR 2. THROTTLES—MCT, OR AS REQUIRED 3. AFTER TAKEOFF/CLIMB CHECKLIST—COMPLETED

CITATION XL/XLS PILOT TRAINING MANUAL

FLAP RETRACTION

CITATION XL/XLS PILOT TRAINING MANUAL

As with the stall recovery procedures, as the engines accelerate, they will tend to force the nose down. It will be necessary to increase the back pressure on the yoke to maintain a pitch-up attitude. Once a positive rate of climb is established, call for gear up and FLC mode on the flight director, which should be accomplished by the pilot not flying. Follow the published missed approach procedure or the procedure given by ATC. If both engines are operating normally, adjust power and pitch as needed, and climbing safely, maintain a reasonable speed and call for flaps up while accelerating through V APP + 10 KIAS minimum. If only one engine is available, maintain T/O thrust and adjust pitch as necessary to maintain V APP while climbing to a safe altitude. Leave the flaps in the APPROACH position until a safe altitude is achieved and accelerating through V APP +10 KIAS. The use of FLC is very beneficial to maintaining the best climb gradient. If speed on the go-around is well above V APP , adjust the pitch to achieve V APP and press the touch control steering (TCS) button to synchronize the command bars to the displayed airspeed (or use the pitch trim wheel to adjust FLC to the desired V APP ). Some airports may require a minimum missed approach climb gradient.To determine the aircrafts single engine climb performance during missed approach, consult the “Approach Gross Climb” charts in the AFM.

LANDING PROCEDURES Figure MAP-17 provides a guideline for a typical landing from a visual approach. The actual touchdown is on the main gear with a slightly nose-high attitude. After touchdown, extend the speedbrakes, and apply the wheel brakes as necessary.

NOTE On single-engine approaches, do not lower the flaps to LAND until the landing is assured. After touchdown, extend the speedbrakes, ensure the throttles are at idle and raise the thrust reverser levers to the deploy position after nosewheel contact. When the DEPLOY light illuminates, the thrust reverser levers may be raised to apply power to the engines. Do not exceed 75% of takeoff thrust with the thrust reverser levers. Apply wheel brakes as necessary to stop the airplane. Ensure the thrust reversers are in idle reverse by 60 KIAS during the landing roll. When the thrust reversers are no longer needed, return the thrust reverser levers to the stow position and ensure that all thrust reverser annunciators extinguish.

MAP-34

FOR TRAINING PURPOSES ONLY

ON FINAL

DOWNWIND LEG (1,500' AGL) 1. AIRSPEED—160 - 180 KIAS 2. FLAPS—15˚

ABEAM TOUCHDOWN 1. GEAR—DOWN * 2. BEFORE LANDING CHECKLIST—COMPLETED

NOTE: IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1/2 OF THE GUST FACTOR IN EXCESS OF 5 KT.

* IF BEING RADAR-VECTORED TO A VISUAL PATTERN, EXTEND THE GEAR ON BASE LEG. IF BEING RADAR VECTORED FOR A STRAIGHT-IN APPROACH, LOWER THE GEAR NOT LATER THAN THREE MILES FROM THE THRESHOLD.

MAP-35

** MINIMUM MANEUVERING SPEED IS VREF + 10 KT (FLAPS 35˚) OR VAPP + 20 KT (FLAPS 15˚).

TURN TO FINAL 1. BEGIN DESCENT 2. AIRSPEED (MIN)—MINIMUM MANEUVERING SPEED **

Figure MAP-17. VFR Approach—Normal/Single Engine

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

1. FLAPS—35˚ (NORMAL) OR 15˚ (SINGLE-ENGINE) 2. AIRSPEED (MIN)—VREF (FLAPS 35˚) OR VAPP (FLAPS 15˚) 3. IF SINGLE-ENGINE, FLAPS 35˚ AND VREF WHEN LANDING IS ASSURED

CITATION XL/XLS PILOT TRAINING MANUAL

NOTE Use of thrust reversers is not permitted during touchand-go landings. Due to possible FOD to the engine during taxi, keep use of the thrust reversers to a minimum.

ADJUSTMENTS TO LANDING DISTANCE • Antiskid inoperative ........................... Multiply landing distance by 1.6 • Reduced flap landing.......................... Multiply landing distance by 1.4 • Wet runway ............................................ Refer to advisory information, Section VII, in the AFM. • Icy runway.............................................. Refer to advisory information, Section VII, in the AFM.

NOTE Following excerpt from the Citation Excel/XLS Operating Manual: Wheel Fusible Plug Considerations —Brake application reduces the speed of an airplane by means of friction between the brake stack components. The friction generates heat, which increases the temperature of the brake and wheel assembly, resulting in an increased tire pressure. Each main wheel incorporates fuse plugs, which melt at a predetermined temperature, to prevent a possible tire explosion due to excessively high tire pressure. Flight crews must take precautions when conducting repetitive traffic circuits, including multiple landings and/or multiple rejected takeoffs, to prevent overheating the brakes, which could melt the fuse plugs and cause loss of all tire pressure and possible tire and wheel damage. During such operations, available runway permitting, minimize brake usage, and consider cooling the brakes in flight with the landing gear extended. Maximizing use of reverse thrust and extending speed brakes will assist in bringing the airplane to a stop.

HYDROPLANING SPEEDS The formula used to determine the speed at which a tire is likely to hydroplane on a wet runway is stated as: Hydroplane Speed = 7.7

Tire Pressure

From the above formula, the nose gear hydroplane speed is about 88 knots and the main gear about 113 knots.

MAP-36

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

LANDING LIMITATIONS The maximum landing weight is restricted by: 1.

Maximum certified landing weight (structural).

2.

Maximum landing weight permitted by climb requirements.

3.

Maximum landing weight permitted by landing field length.

4.

Maximum landing weight permitted by brake energy limits.

For high-pressure altitudes and temperatures, the approach climb configuration may be more restrictive and require a lower landing weight than the landing climb configuration. Therefore, the “Maximum Landing Weight Permitted by Climb Requirements” chart, found in the AFM, depicts the landing weight as limited by the approach climb (Table MAP-4). Table MAP-4. LANDING LIMITATIONS APPROACH CLIMB

LANDING CLIMB

SPEED:

VAPP (1.3S1) (APPROACH CLIMB SPEED)

VLC (1.3 VSO) (LANDING CLIMB SPEED)

THRUST SETTING:

TAKEOFF (ONE ENGINE)

TAKEOFF (TWO ENGINE)

FLAP POSITION:

TAKEOFF

LAND

GEAR POSITION:

UP

DOWN

REQUIRED CLIMB GRADIENT

2.1% GROSS

3.2% GROSS

The AFM charts, “LANDING DISTANCE—FEET, Actual Distance,” provide the horizontal distance necessary to land and come to a complete stop from a point 50 feet over the runway threshold at V REF (130% of the stall speed in the landing configuration). At that point, thrust is reduced to idle.

FOR TRAINING PURPOSES ONLY

MAP-37

CITATION XL/XLS PILOT TRAINING MANUAL

CROSSWIND LANDING METHOD NO. 1: The aircraft is flown down final approach with runway centerline alignment maintained with normal drift correction. Approaching the threshold, lower the upwind wing to maintain no drift and apply opposite rudder to maintain alignment with runway centerline. Fly the airplane onto the runway. Do not allow drift to develop. Keep full aileron deflection during the landing roll.

METHOD NO. 2: The “crab” or wings-level method may be continued until just before touchdown. Then, with wings level, apply rudder pressure to align the airplane with the runway centerline at the moment of touchdown. Fly the airplane onto the runway. Do not allow drift to develop. Keep full aileron deflection during the landing roll.

FLAPS INOPERATIVE LANDING (NOT IN LANDING POSITION) When planning a reduced flap approach and landing (Figure MAP-18), the landing weight of the airplane must be considered. An attempt should be made to reduce this weight if possible, especially if runway length is marginal, due to the higher approach and landing speeds required for a reduced flap configuration. Compute the normal V REF and add adjusted speeds. Program the adjusted V REF for the new reduced flap V REF speed. Fly the final approach at the adjusted V REF plus 10 knots maximum and reduce to the adjusted V REF prior to crossing the threshold.

NOTE The reduced flap landing distance is 40% longer than normal. To preclude excessive float during landing, allow the airplane to touch down in a slightly flatter attitude than on a normal landing.

NOTE Reduced flap adjusted V REF speeds:

MAP-38

•

FLAPS 15°— V APP

•

FLAPS 7°—V REF +10 KIAS

•

FLAPS 0° or Unknown—V REF +15 KIAS

FOR TRAINING PURPOSES ONLY

ON FINAL

DOWNWIND LEG (1,500' AGL) 1. COMPUTE AND SET ADJUSTED VREF FOR A REDUCED FLAP LANDING 2. AIRSPEED—ADJUSTED VREF +10 KT

ABEAM TOUCHDOWN 1. GEAR—DOWN * 2. FLAPS INOPERATIVE APPROACH AND LANDING CHECKLIST—COMPLETED

MAP-39

* IF BEING RADAR VECTORED TO A VISUAL PATTERN, EXTEND GEAR ON BASE LEG. IF BEING VECTORED FOR A STRAIGHT-IN APPROACH, LOWER GEAR NOT LATER THAN THREE MILES FROM THE THRESHOLD.

TURN TO FINAL 1. BEGIN DESCENT 2. MAXIMUM BANK ANGLE—30˚ 3. AIRSPEED (MIN)—ADJUSTED VREF + 10 KT

Figure MAP-18. Visual Approach and Landing with Flaps Inoperative

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

1. SET UP A NORMAL SINK RATE/ VERTICAL PATH 2. PLAN TO REDUCE SPEED TO ADJUSTED VREF NO LATER THAN 50' ABOVE THRESHOLD 3. TOUCHDOWN WITH MINIMUM FLARE (APPROX. 300 -500 FPM)

CITATION XL/XLS PILOT TRAINING MANUAL

PRACTICAL TEST The Flight Standards Service of the FAA has developed a Practical Test Standards (PTS) book, which is used by all examiners in determining the proficiency of a pilot. The PTS is divided into two sections, “Preflight Preparation and Preflight Procedures,” and “In-flight Maneuvers and Postflight Procedures.” Within these sections are specific items that must be tested called “Areas of Operation.” Within these areas are the tasks to be performed. Listed below are the areas required by the PTS and a brief description of each.

PREFLIGHT PREPARATION Task A—Equipment Examination An oral examination regarding the systems of the aircraft including normal, abnormal, and emergency operations.

Task B—Performance and Limitations An evaluation of the performance and limitations of the aircraft using the appropriate manuals and references to determine them.

PREFLIGHT PROCEDURES Task A—Preflight Inspection A thorough inspection of the aircraft interior and exterior looking for possible defects and corrective action, including manuals, quantities, and surrounding area.

Task B—Powerplant Start Proper procedure for starting and monitoring engines.

Task C—Taxiing Proper taxi techniques and ground collision avoidance.

Task D—Pretakeoff Checks Determining if the aircraft is safe for flight including proper airspeeds, engine parameters, performance considerations, and clearances.

MAP-40

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

TAKEOFF AND DEPARTURE PHASE Task A—Normal and Crosswind Takeoff Performing a normal and crosswind takeoff using proper control movements and power settings

Task B—Instrument Takeoff Performing a takeoff into instrument meteorological conditions prior to reaching 100 feet AGL.

Task C—Powerplant Failure During Takeoff Performing a takeoff while experiencing an engine failure after V 1 but prior to V R . Demonstrating proper control movements and directional control.

Task D—Rejected Takeoff Performing an aborted takeoff after recognition of an engine or system failure.

Task E—Instrument Departure Perform an instrument departure using appropriate charts or ATC clearances.

IN-FLIGHT MANEUVERS Task A—Steep Turns Perform a turn in IMC with a bank angle of 45° in two different directions.

Task B—Approaches to Stalls Perform stalls in the clean landing and takeoff, or approach, configurations in IMC using recommended recovery techniques.

Task C—Powerplant Failure Demonstrates proper handling techniques during an engine failure, including proper shutdown and restart procedures.

FOR TRAINING PURPOSES ONLY

MAP-41

CITATION XL/XLS PILOT TRAINING MANUAL

INSTRUMENT PROCEDURES Task A—Instrument Arrival Perform an instrument arrival to an aerodrome using appropriate charts or ATC clearances.

Task B—Holding Enter a published or assigned holding pattern at appropriate speeds and follow ATC instructions.

Task C—Precision Instrument Approaches Two precision approaches must be performed. One must be manually flown with a powerplant failure using raw data or a flight director, at the discretion of the examiner, and it must be completed to a missed approach or a landing.

Task D—Nonprecision Instrument Approaches At least two nonprecision instrument approaches, one of which must include a procedure turn, using two different navaids. One of these approaches must be flown manually without receiving radar vectors.

Task E—Circling Approach Perform a circling approach to a runway from an instrument approach with no straight in minimums, or from an instrument approach to a runway other than the intended runway of landing.

Task F—Missed Approach At least two missed approaches must be completed. One must be from a precision approach, one must be a published missed approach procedure and one must be with one engine inoperative.

LANDINGS AND APPROACHES TO LANDINGS Task A—Normal and Crosswind Approaches and Landings Perform a normal and crosswind landing using proper control techniques, good directional control, and stabilized airspeed.

Task B—Landing From a Precision Approach One of the landings required must be from a precision instrument approach.

MAP-42

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Task C—Approach and Landing With a Powerplant Failure One of the landings must be with an engine failure using proper handling techniques and checklist procedures.

Task D—Landing From a Circling Approach Perform a landing from a circling approach avoiding excessive bank angles and rates of descent. Obstacle avoidance, aircraft maneuvering, and descent from MDA are prime considerations.

Task E—Rejected Landing Performs a rejected landing from an altitude approximately 50 feet above the runway threshold, using proper procedures and techniques.

Task F—Landing From a No Flap or a Nonstandard Flap Approach Perform a landing without the use of flaps using proper checklist procedures and airspeed control.

NORMAL AND ABNORMAL PROCEDURES Demonstrate proper procedures for normal and abnormal system operations.

EMERGENCY PROCEDURES Demonstrates proper emergency procedures appropriate for aircraft.

POSTFLIGHT PROCEDURES Demonstrates proper procedures for after landing, taxiing, and ramping of aircraft following checklist and ATC instructions.

PARKING AND SECURING Demonstrates proper parking and securing techniques including aircraft records.

FOR TRAINING PURPOSES ONLY

MAP-43

CITATION XL/XLS PILOT TRAINING MANUAL

PTS TOLERANCES The PTS outlines tolerances allowed for each task listed under the “Areas of Operation.” The tolerances are fairly standard.

Takeoff and Missed Approach • Headings ±5° • Airspeeds ±5 knots • Altitudes ±100 feet

Basic Attitude: Enroute, Steep Turns, etc. • Altitude ±100 feet • Airspeed ±10 knots • Heading ±10° • Bank angle ±5°

Stalls • Announces first indication of stall. • Recovers with minimum loss of altitude.

Precision Approaches • Needle deviation 1/2 dot • Airspeed ±5 knots

Nonprecision Approaches • MDA +50, –0 feet • 1/2 dot deviation or ±5° from course

Circling • MDA +100, –0 feet • Angle of Bank—Maximum of 30° • Airspeed ±5 knots

Landings • Touchdown and stop in a safe manner.

MAP-44

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

WEIGHT AND BALANCE CONTENTS Page WB-1 WB-2 WB-2 WB-2 WB-2 WB-2 WB-3 WB-3

DEFINITIONS ................................................................................. GENERAL ....................................................................................... Weight ..................................................................................... Balance.................................................................................... Basic Formula ......................................................................... Weight Shift Formula.............................................................. Weight Addition or Removal .................................................. FORMS............................................................................................. Cessna Aircraft Company’s Computerized Weight and Balance .............................................................. WB-15

FOR TRAINING PURPOSES ONLY

WB-i

CITATION XL/XLS PILOT TRAINING MANUAL

ILLUSTRATIONS Figure WB-1 WB-2 WB-3 WB-4

WB-5 WB-6 WB-7 WB-8 WB-9 WB-10 WB-11 WB-12

Title Page Airplane Weighing Form ............................................ WB-4 Weight and Balance Record ........................................ WB-5 XLS Crew and Passenger Weight and Moment Table WB-6 Excel Crew and Passengers Compartments Weight and Moment Tables (Standard Center Club Seat Arrangement) .................. WB-7 XLS Baggage and Cabinet Compartments Weight and Moment Tables ........................................ WB-8 Excel Baggage and Cabinet Compartments Standard Weight and Moment Tables .......................... WB-9 Fuel Loading Weight and Moment Table .................. WB-10 XLS Center-of-Gravity Limits Envelope Graph ...... WB-11 Excel Center-of-Gravity Limits Envelope Graph ...... WB-12 XLS Weight-and-Balance Worksheet ........................ WB-13 Excel Weight-and-Balance Worksheet ...................... WB-14 Weight and Balance Computation Form (Identical for Excel and XLS) .................................. WB-16

FOR TRAINING PURPOSES ONLY

WB-iii

CITATION XL/XLS PILOT TRAINING MANUAL

WEIGHT AND BALANCE DEFINITIONS Manufacturer’s Empty Weight—Weight of structure, powerplants, furnishings, systems, and other items of equipment that are an integral part of a particular configuration. Standard Empty Weight—Manufacturer’s empty weight plus standard items. Standard Items—Equipment and fluids not an integral part of a particular airplane and not a variation for the same type of airplane. These items may include, but are not limited to, the following: • Unusable fuel • Engine oil • Toilet fluid • Serviced fire extinguisher • All hydraulic fluid • Trapped fuel Basic Empty Weight—Standard empty weight plus installed optional equipment. Operational Takeoff Weight—Maximum authorized weight for takeoff. It is subject to airport, operational, and related restrictions. This is the weight at the start of the takeoff run and must not exceed maximum design takeoff weight. Operational Landing Weight—Maximum authorized weight for landing. It is subject to airport, operational, and related restrictions. It must not exceed maximum design landing weight. Useful Load—Difference between maximum design takeoff weight and basic empty weight. It includes payload, usable fuel, and other usable fluids not included as operational items. Usable Fuel—Fuel available for airplane propulsion. Unusable Fuel—Fuel remaining after a fuel runout test has been completed in accordance with governmental regulations. It includes draining unusable fuel plus unusable portion of trapped fuel. Trapped Fuel—Fuel remaining when the airplane is defueled by normal means using the procedures and attitudes specified for draining the tanks. Actual Zero Fuel Weight—Basic empty weight plus payload. It must not exceed maximum design zero fuel weight. Payload—Maximum design zero fuel weight minus basic empty weight. This is the weight available for crew, passenger baggage, and cargo. MAC—Mean Aerodynamic Chord. The chord of an imaginary airfoil having the same mathematical aerodynamic properties of the actual wing. FOR TRAINING PURPOSES ONLY

WB-1

CITATION XL/XLS PILOT TRAINING MANUAL

GENERAL WEIGHT Airplane maximum weights are predicated on structural strength. It is necessary to ensure the airplane is loaded within the various weight restrictions to maintain structural integrity.

BALANCE Balance, or the location of the center of gravity (CG), deals with airplane stability. The horizontal stabilizer must be capable of providing an equalizing moment, which is produced by the remainder of the airplane. Since the amount of lift produced by the horizontal stabilizer is limited, the range of movement of the CG is restricted so proper airplane stability is maintained. Stability increases as the CG moves forward. If the CG is out of the forward limit, the airplane may become so “stable” the elevator cannot produce enough downward lift to be rotated at the proper speed or flared for landing. With the CG out of the aft CG limit, the stability decreases. Here the horizontal stabilizer may not have enough nose down elevator travel to counteract a nose-up pitching movement. This could result in an unrecoverable stall possibly ending in a spin.

BASIC FORMULA Weight x Arm = Moment This is the basic formula upon which all weight and balance calculations are based. Remember the CG (arm) can be found by adapting the formula as follows: Arm (CG) = Moment Weight

WEIGHT SHIFT FORMULA The above formula can be utilized to shift weight if the CG is found to be out of limits. Use of this formula avoids working the entire problem over again by trial and error. Shifted weight = Distance CG moved Total weight Distance weight was moved

WB-2

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Example: Condiments weighing 100 pounds are moved from the tail compartment to the refreshment center. Weight and balance previously calculated is as follows: Weight of aircraft.................................................................. 19,000 pounds Current CG location............................................................... 326.16 inches Weight of condiments................................................................ 100 pounds Arm of luggage compartment.................................................. 431.0 inches Arm of refreshment center..................................................... 172.09 inches Inserting the values into the weight shift formula: 100 Distance CG moved 19,000 = 431.0 - 172.09 Cross multiplying gives the following result: Distance CG moved = (100) X (431.0 – 172.09) / 19,000 Distance CG moved = 1.36 Since the weight was brought from the luggage compartment to the refreshment center (weight moved forward, CG moved forward) the new CG would be: New CG location = 326.16 – 1.36 = 324.8

WEIGHT ADDITION OR REMOVAL If weight is to be added or removed after the weight and balance has been computed, a simple formula can be used to figure the new CG. Weight added (or removed) New total weight

(X) Distance CG moved Distance between the weight arm and the old CG arm

=

If it is desired to find the weight change needed to accomplish a particular CG change, the formula can be adapted as follows: Weight addition (or removal) (X) Old total weight

=

Distance CG moved Distance between the weight arm and the new CG arm

FORMS The Weight and Balance forms are discussed in the following pages. Examples of the forms are included in Figures WB-1 through WB-12. Forms WB-1 through WB-12 are in the AFM appropriate to the passenger seating and baggage/cabinet configuration of each particular aircraft.

FOR TRAINING PURPOSES ONLY

WB-3

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-1 The airplane weight, CG arm, and moment (divided by 100) are all listed at the bottom of this form as the airplane is delivered from the factory (Figure WB-1). Ensure the basic empty weight figures listed are current and have not been amended.

Figure WB-1. Airplane Weighing Form

WB-4

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-2 The Weight and Balance Record amends the Airplane Weighing Form (Figure WB-2). After delivery, if a service bulletin is applied to the airplane or if equipment is removed or added that would affect the CG or basic empty weight, it must be recorded on this form in the AFM. The crew must always have access to the current airplane basic weight and moment in order to be able to perform weight and balance computations.

Figure WB-2. Weight and Balance Record FOR TRAINING PURPOSES ONLY

WB-5

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-3 (XLS) Moment arms and calculated moments/100 are listed for each individual seat for the standard seat arrangement (Figure WB-3). If an optional seating configuration is installed in the aircraft, ensure the proper chart for that configuration is in the AFM.

MOMENT/100

LH SEAT 5 SEAT 7 SEAT 10 SEAT 10 SFS FWS AFT OR OR SEAT 6 SEAT 8 ARM = FS ARM = FS ARM = FS ARM = FS ARM = FS 181.24 IN. 205.60 IN. 357.99 IN. 286.54 IN. 322.62 IN.

SEAT 1 OR SEAT 2 ARM = FS 136.32 IN.

SEAT 3 OR SEAT 4 ARM = FS 234.39 IN.

50

68.16

117.20

143.27

161.31

90.62

102.80

179.00

60

81.79

140.63

171.92

193.57

108.74

123.36

214.79

70

95.42

164.07

200.58

225.83

126.87

143.92

250.59

80

109.06

187.51

229.23

258.10

144.99

164.48

286.39

WEIGHT (POUNDS)

90

122.69

210.95

257.89

290.36

163.12

185.04

322.19

100

136.32

234.39

286.54

322.62

181.24

205.60

357.99

110

149.95

257.83

315.19

354.88

199.36

226.16

393.79

120

163.58

281.27

343.85

387.14

217.49

246.72

429.59

130

177.22

304.71

372.50

419.41

235.61

267.28

465.39

140

190.85

328.15

401.16

451.67

253.74

287.84

501.19

150

204.48

351.59

429.81

483.93

271.86

308.40

536.99

160

218.11

375.02

458.46

516.19

289.98

328.96

572.78

170

231.74

398.46

487.12

548.45

308.11

349.52

608.58

180

245.38

421.90

515.77

580.72

326.23

370.08

644.38

190

259.01

445.34

544.43

612.98

344.36

390.64

680.18

200

272.64

468.78

573.08

645.24

362.48

411.20

715.98

210

286.27

492.22

601.73

677.50

380.60

431.76

751.78

220

299.90

515.66

630.39

709.76

398.73

452.32

787.58

230

313.54

539.10

659.04

742.03

416.85

472.88

823.38

240

327.17

562.54

687.70

774.29

434.98

493.44

859.18

250

340.80

585.98

716.35

806.55

453.10

514.00

894.98

260

354.43

609.41

745.00

838.81

471.22

534.56

930.77

270

368.06

632.85

773.66

871.07

489.35

555.12

966.57

280

381.70

656.29

802.31

903.34

507.47

575.68

1002.37

290

395.33

679.73

830.97

935.60

525.60

596.24

1038.17

300

408.96

703.17

859.62

967.86

543.72

616.80

1073.97

310

422.59

726.61

888.27

1000.12

561.84

637.36

1109.77

320

436.22

750.05

916.93

1032.38

579.97

657.92

1145.57

330

449.86

773.49

945.58

1064.65

598.09

678.48

1181.37

340

463.49

796.93

974.24

1096.91

616.22

699.04

1217.17

F.S. 136.32

F.S. 181.24

F.S. 205.60

F.S. 234.39

F.S. 286.54

F.S. 322.62

F.S. 357.99

Figure WB-3. XLS Crew and Passenger Weight and Moment Table

WB-6

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-4 (Excel) Moment arms and calculated moments/100 are listed for each individual seat for the standard center club seat arrangement (Figure WB-4). If an optional seating configuration is installed in the aircraft, ensure the proper chart for that configuration is in the AFM.

Figure WB-4. Excel Crew and Passengers Compartments Weight and Moment Tables (Standard Center Club Seat Arrangement) FOR TRAINING PURPOSES ONLY

WB-7

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-5 (XLS) This form contains the arms and moments/100 for each compartment of the standard configuration aircraft (Figure WB-5). The maximum weight listed is the maximum placarded weight for each compartment. Remember this limit is structural in nature. It is based on the maximum weight the flooring in that area can support. LH & RH WEIGHT (POUNDS)

MOMENT/100 NAVIGATION CHART CASE ARM = FS 158.10 IN

5 10 15

7.91 15.81 23.72

CHART CASES RH FORWARD CLOSET WEIGHT (POUNDS)

MOMENT/100 FORWARD CLOSET ARM = FS 166.38 IN

5

8.32

10 15

16.64 24.96

20 25

33.28 41.60

30 35

49.91 58.23

40 45

66.55 74.87

50 56

83.19 93.17

LH REFRESHMENT CENTER WEIGHT (POUNDS)

10 20 30 40 50 60 70 80 90 100 110 120 130 141

MOMENT/100 REFRESHMENT CENTER ARM = FS 173.20 in. 17.32 34.64 51.96 69.28 86.60 103.92 121.24 138.56 155.88 173.20 190.52 207.84 225.16 244.21

AFT CLOSET WEIGHT (POUNDS)

MOMENT/100 AFT CLOSET ARM = FS 374.00 IN

5 10 15 20 25 30 35 40 45 50 55 60 65 68

18.70 37.40 56.10 74.80 93.50 112.20 130.90 149.60 168.30 187.00 205.70 224.40 243.10 254.32

FS 158.10 FS 173.20

BAGGAGE COMPARTMENT CONTENTS WEIGHT (POUNDS) 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480 500 520 540 560 580 600 620 640 660 680 700

MOMENT/100 TAIL CONE COMPARTMENT ARM = FS 431.00 IN 86.20 172.40 258.60 344.80 431.00 517.20 603.40 689.60 775.80 862.00 948.20 1034.40 1120.60 1206.80 1293.00 1379.20 1465.40 1551.60 1637.80 1724.00 1810.20 1896.40 1982.60 2068.80 2155.00 2241.20 2327.40 2413.60 2499.80 2586.00 2672.20 2758.40 2844.60 2930.80 3017.00

FS 374.00

FS 431.00

Figure WB-5. XLS Baggage and Cabinet Compartments Weight and Moment Tables

WB-8

FOR TRAINING PURPOSES ONLY

FS 166.38

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-6 (Excel) This form contains the arms and moments/100 for each compartment of the standard configuration aircraft (Figure WB-6). The maximum weight listed is the maximum placarded weight for each compartment. Remember this limit is structural in nature. It is based on the maximum weight the flooring in that area can support.

Figure WB-6. Excel Baggage and Cabinet Compartments Standard Weight and Moment Tables

FOR TRAINING PURPOSES ONLY

WB-9

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-7 (Excel/XLS) All of the weight and moment tables have arms listed for various locations except the fuel table. Notice the arm varies depending on the quantity of useable fuel (Figure WB-7).

Figure WB-7. Fuel Loading Weight and Moment Table

WB-10

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-8—Center-of-Gravity Envelope (XLS) After summing all the weights and moments, and calculating the CG for the flight, it is necessary to determine whether the CG is within allowable limits (CG envelope) (Figure WB-8). To plot the location of the CG on the graph, follow the horizontal weight line of the loaded aircraft to the corresponding vertical line for the calculated CG. If the intersection falls in the CG envelope, the aircraft is loaded within limits.

Figure WB-8. XLS Center-of-Gravity Limits Envelope Graph

FOR TRAINING PURPOSES ONLY

WB-11

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-9—Center-of-Gravity Envelope (Excel) After summing all the weights and moments, and calculating the CG for the flight, it is necessary to determine whether the CG is within allowable limits (CG envelope) (Figure WB-9). To plot the location of the CG on the graph, follow the horizontal weight line of the loaded aircraft to the corresponding vertical line for the calculated CG. If the intersection falls in the CG envelope, the aircraft is loaded within limits.

Figure WB-9. Excel Center-of-Gravity Limits Envelope Graph

WB-12

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-10—Weight and Balance Worksheet (XLS) A step-by-step precess is outlined for determining weight and CG limits by this form (Figure WB-10). The payload computations are made in the left column, while the rest of the computations are done in the right column.

Figure WB-10. XLS Weight-and-Balance Worksheet

FOR TRAINING PURPOSES ONLY

WB-13

CITATION XL/XLS PILOT TRAINING MANUAL

Figure WB-11—Weight-and-Balance Worksheet (Excel) A step-by-step precess is outlined for determining weight and CG limits by this form (Figure WB-11). The payload computations are made in the left column, while the rest of the computations are done in the right column.

Figure WB-11. Excel Weight-and-Balance Worksheet

WB-14

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

CESSNA AIRCRAFT COMPANY’S COMPUTERIZED WEIGHT AND BALANCE Included with each new aircraft’s publication package, is a diskette containing individualized Weight and Balance information that allows the flight crew to compute weight and balance from a PC. Diskette information is formatted in Microsoft Excel.

Operating Instructions After loading the diskette into a PC: 1.

Double click to open.

2.

Click on “Enable Macros.”

3.

A menu chart listing various seating options will appear over the Weight and Balance Form (Figure WB-12).

NOTE Only the Excel form is shown. XLS procedures are identical. • Select appropriate seat option for aircraft (Forms WB-4 through WB-6). • Click, OK. Appropriate Weight and Balance form will display the aircraft’s Basic Empty Weight and Moment in block 1 (right side) and the selected seating option. 4.

Complete left side of form with appropriate weights. Type in the weights or use a weight chart by clicking the gray box adjacent to the arm in the weight column.

5.

Payload (subtotal) will automatically calculate as each weight is entered. Concurrently, right side of form will display automatic calculation of PAYLOAD WEIGHT and MOMENT and ZERO FUEL WEIGHT and MOMENT in block 3.

6.

The Center-of-Gravity envelope on the bottom of the form will continually plot current CG locations in 400-pound increments.

7.

Click on “COMPUTE” box at the top of the form to insert ramp fuel in block 4, FUEL LOADING.

NOTE If ZFW CG is out of the envelope a message will appear to, “please check your inputs and try again.” Fuel loading cannot be inserted until ZFW CG is adjusted.

FOR TRAINING PURPOSES ONLY

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Figure WB-12. Weight and Balance Computation Form (Identical for Excel and XLS)

WB-16

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8.

After ramp fuel weight is inserted, the program will prompt to insert “fuel reserves,” (included in the ramp fuel weight).

NOTE If the ramp fuel weight inserted would cause the aircraft weight to exceed Maximum Ramp Weight in block 5, fuel loading in block 4 will automatically adjust not to exceed 20,200 (20,400 for XLS) pounds in block 5. 9.

Block 6, LESS FUEL FOR TAXIING, is protected and cannot be changed, (200 pounds).

10.

Block 7, TAKEOFF WEIGHT, will automatically compute after block 4, FUEL LOADING, is inserted.

11.

Block 8, LESS FUEL TO DESTINATION, is computed automatically by subtracting reserve and taxi (200 pounds) fuel from ramp fuel inserted in block 4.

12.

Block 9, LANDING WEIGHT, is automatically calculated by adding reserve fuel to ZFW (block 3).

13.

Completed form will not allow CG out of the envelope (refer to CG plot on Center-of-Gravity envelope on bottom of form).

14.

The form may now be printed if desired.

15.

If desired, saving flight crew weights and various cabinet compartment weights (if they remain constant), will essentially save the form as Basic Operating Weight (BOW). Calculating further trips may then be computed by inserting only passenger weights, baggage compartment weights and fuel.

FOR TRAINING PURPOSES ONLY

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PERFORMANCE CONTENTS Page AIRPLANE FLIGHT MANUAL (AFM) PERFORMANCE SPECIFICATIONS ......................................................................... PER-1 General .................................................................................. PER-1 Standard Performance Conditions......................................... PER-1 Variable Factors Affecting Performance ............................... PER-3 Definitions ............................................................................. PER-4 FLIGHT PLANNING—XLS ......................................................... PER-8 Specifications ........................................................................ PER-8 Takeoff Performance ........................................................... PER-10 Climb Performance ............................................................. PER-21 Cruise Performance............................................................. PER-22 Descent Performance .......................................................... PER-24 Reserve Fuel........................................................................ PER-25 Holding Performance .......................................................... PER-25 Landing Performance .......................................................... PER-26 Stall Speeds ......................................................................... PER-30 Mission Planning................................................................. PER-31 FLIGHT PLANNING—EXCEL.................................................. PER-35 Specifications ...................................................................... PER-35 Takeoff Performance ........................................................... PER-38 Climb Performance ............................................................. PER-49 Cruise Performance............................................................. PER-52 Cruise Performance............................................................. PER-53 Descent Performance .......................................................... PER-54 Fuel Reserves ...................................................................... PER-55 Holding Fuel ....................................................................... PER-55 Landing Performance .......................................................... PER-56 Mission Planning................................................................. PER-61

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SPECIAL PROCEDURES—XLS and EXCEL ........................... Short Field Operation.......................................................... Adverse Field Conditions.................................................... Engine Anti-Ice ................................................................... Passenger Comfort .............................................................. Bird Ingestion Precautions .................................................. Turbulent Air Penetration.................................................... Cold Weather Operation...................................................... Ground Deice/Anti-ice Operations ..................................... SERVICING—XLS and EXCEL ................................................. Fuel...................................................................................... Oil........................................................................................ Hydraulic............................................................................. Oxygen ................................................................................ Fire Bottles .......................................................................... Landing Gear and Brakes Pneumatic System ..................... Tires..................................................................................... Toilet ................................................................................... Airplane Cleaning and Care ................................................ Deice Boots ......................................................................... Engines................................................................................ Interior Care ........................................................................ Windows and Windshields .................................................. Oxygen Masks.....................................................................

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PER-65 PER-65 PER-66 PER-67 PER-68 PER-69 PER-69 PER-69 PER-71 PER-71 PER-71 PER-73 PER-74 PER-74 PER-74 PER-75 PER-75 PER-75 PER-75 PER-76 PER-77 PER-77 PER-78 PER-79

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TABLES Table XLS PER-1 PER-2 PER-3 PER-4 PER-5 PER-6 PER-7 PER-8 PER-9 PER-10 PER-11 PER-12 PER-13 PER-14 EXCEL PER-15 PER-16 PER-17 PER-18 PER-19 PER-20 PER-21 PER-22 PER-23 PER-24 PER-25 PER-24 PER-26 PER-27 PER-28

Title

Page

Decision, Rotation and Takeoff Safety Speeds ........ Takeoff Field Length—15° Flaps ............................ Takeoff Field Length—7° Flaps .............................. 250 KIAS/M 0.65 Climb ........................................ High-Speed Cruise .................................................. Long-Range Cruise .................................................. High Speed and Normal Descent ............................ Holding Speed and Fuel Flow.................................. Landing Distance—Actual ...................................... Stall Speeds.............................................................. Wind Correction Factors .......................................... Flight Time and Fuel Burn for Selected Distances .................................................. Range/Payload Capability........................................ Decision, Rotation and Takeoff Safety Speeds ........

PER-10 PER-11 PER-16 PER-21 PER-22 PER-23 PER-24 PER-25 PER-26 PER-30 PER-31

Takeoff Field Length—15° Flaps ............................ Takeoff Field Length—7° Flaps .............................. Climb Speeds .......................................................... Maximum Rate Climb.............................................. 250 Knot/.62 Mach Cruise Climb............................ High-Speed Cruise .................................................. Long-Range Cruise .................................................. Normal and High Speed Descent ............................ Holding Speed and Fuel Flow.................................. Landing Distance .................................................... Stall Speed .............................................................. Landing Distance (Cont).......................................... Wind Correction Factors .......................................... Flight Time and Fuel Burn For Selected Distances .................................................. Range/Payload Capability........................................

PER-39 PER-44 PER-49 PER-50 PER-51 PER-52 PER-53 PER-54 PER-55 PER-56 PER-60 PER-60 PER-61

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PER-32 PER-34 PER-38

PER-62 PER-64 PER-iii

CITATION XL/XLS PILOT TRAINING MANUAL

PERFORMANCE AIRPLANE FLIGHT MANUAL (AFM) PERFORMANCE SPECIFICATIONS GENERAL Certification The Model 560XL is certified under CFR Part 25, which governs the certification of transport category airplanes. Part 25 performance requirements ensure specific single-engine climb capability throughout the flight.

Approved Airplane Flight Manual (AFM) In accordance with Part 25, Airplane Flight Manual (AFM), Section IV, Performance Section, contains only single-engine takeoff and climb data. All takeoff data is based upon losing thrust on one engine at the worst possible moment—near or right at V 1. The AFM contains no enroute cruise information, but does contain landing data. This data is based upon the conditions, factors and assumptions discussed below.

STANDARD PERFORMANCE CONDITIONS All performance data in the AFM is based on flight test data and accessory losses. 1.

Thrust ratings, including engine installation bleed air and accessory losses.

2.

Full temperature accountability within the operational limits for which the airplane is certified.

NOTE Should ambient air temperature or altitude be below the lowest temperature or altitude shown on the performance charts, use the performance at the lowest value shown. a. b. c. d. e.

Takeoff Takeoff Enroute Approach Landing

Flap Handle Position TO TO/APPR UP TO/APPR LAND

Flap Deflection 7° 15° 0° 15° 35°

3.

All takeoff and landing performance data is based on a paved, dry or wet runway.

4.

The takeoff performance data was obtained using the following procedures and conditions. FOR TRAINING PURPOSES ONLY

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Single Engine Takeoff—Accelerate Go a. Power was set static in the TO DETENT and verified to correspond to Figure 4-8, AFM (Takeoff/Go Around Thrust Settings), and then the brakes were released. b. The pilot recognized engine failure at V1. c. Positive rotation to +10° was made at VR and pitch was adjusted to achieve V2 by 35 feet AGL dry runway. d. The landing gear was retracted when a positive climb rate was established. e. V2 was maintained from the 35-foot point above the runway to 1,500 feet AGL. f. The airplane was accelerated to V2 +10 KIAS at which time the flaps were retracted and the acceleration continued to VENR. Power was reduced to the climb detent and the climb was continued. Takeoff—Accelerate Stop a. Power was set static in the TO DETENT and verified to correspond to Figure 4-8, AFM (Takeoff/Go-Around Thrust Settings), then brakes were released. b. The pilot recognized the necessity to stop because of engine failure or other reasons just prior to V1. c. Maximum pilot braking effort was initiated at V1 and continued until the airplane came to a stop. d. Both throttles were brought to idle immediately after brake application. e. Directional control was maintained through the rudder pedals and differential braking as required. f. Antiskid was ON during tests. g. Speedbrakes were not used. h. Thrust reversers were not used. i. Wet runways only, for thrust reverser credit, the thrust reverser on the operating engine was deployed immediately after the throttle reached idle. Maximum reverse thrust was selected immediately after thrust reverser deployed and was maintained to 60 KIAS, followed thereafter by idle reverse thrust until the airplane came to a stop. Multiengine Takeoff a. Power was set static in the TO DETENT and verified to correspond to Figure 4-8, AFM (Takeoff/Go-Around Thrust Settings) then brakes were released.

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b. Positive rotation to +10° was made at VR and pitch adjusted to achieve V2 +10 by 35 feet AGL. c. The landing gear was retracted when a positive climb rate was established. Flaps were retracted at 400 feet. 5.

Landing performance data was obtained using the following procedures and conditions: Landing a. Landing preceded by a steady 3° angle approach down to the 50-foot height point with airspeed at V REF in the landing configuration (Flaps—LAND, Gear—Extended). b. Two-engine thrust setting during approach was selected to maintain the 3° approach angle at VREF. c. Idle thrust was established at the 50-foot height point and the throttles remained at that setting until the airplane stopped. d. A minimal rotation to a landing attitude was accomplished to ensure a firm touchdown on the main gear. e. Maximum wheel braking was applied immediately on nosewheel contact and continued throughout the landing roll. f. The antiskid system was ON during all tests. g. Speedbrakes were not used. h. Thrust reversers were not used.

VARIABLE FACTORS AFFECTING PERFORMANCE Details of variables affecting performance are given with tables in the AFM to which they apply. Assumptions which relate to all performance calculations, unless otherwise stated, are: 1.

Cabin pressurization.

2.

Anti-ice OFF.

3.

Humidity corrections on thrust have been applied according to applicable regulations.

4.

Wind correction information is presented on the charts in the AFM. They are taken as tower winds, 32.8 feet (10 meters) above runway surface. Factors have been applied as prescribed in the applicable regulations. In the tables, negative represents tailwind and positive represents headwind.

5.

Gradient correction factors can be applied to gradients less than or equal to 2% downhill or 2% uphill. In the AFM tables, negative represents downhill gradients and positive represents uphill gradients. FOR TRAINING PURPOSES ONLY

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CITATION XL/XLS PILOT TRAINING MANUAL

DEFINITIONS Accelerate-Stop Distance—The distance required to accelerate to V 1 and abort the takeoff and come to a complete stop with maximum braking applied at V 1 . Airport Barometric Altitude—Indicated altitude with altimeter set to airport altimeter setting while at airport elevation. Altitude—All altitudes used in the AFM are pressure altitudes unless otherwise stated. Anti-ice Systems—The following systems comprise the anti-ice systems which affect performance in the AFM: 1.

Engine Anti-ice.

2.

Wing Anti-ice. Performance, when referred to ANTI-ICE ON, is based on all systems being operated at the same time. The pitot-static and angle-of-attack anti-ice system and horizontal tail deice do not affect performance.

Calibrated Airspeed (KCAS)—Indicated airspeed (knots) corrected for position error and assumes zero instrument error. Cat II—Category II operation. A straight-in ILS approach to the runway of an airport under Category II ILS instrument approach procedure. Climb Gradient—The ratio of the change in height during a portion of a climb to the horizontal distance traversed in the same time interval (gradient = rise over run). Deice Systems—The horizontal stabilizer boots are the only deice system. Demonstrated Crosswind—The demonstrated crosswind velocity of 24 knots (measured at 10 meters above runway surface) is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. This is not limiting. Engine Out Accelerate-Go Distance—The horizontal distance from brake release to the point at which the airplane attains a height of 35 feet above the runway surface “dry” or 15 feet “wet” (reference zero), on a takeoff during which an engine is recognized to have failed at V 1 and the takeoff continued. Gross Takeoff Flight Path—The takeoff flightpath that the airplane can actually achieve under ideal conditions. Gross Climb Gradient—The climb gradient that the airplane can actually achieve with ideal ambient conditions (smooth air).

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Indicated Airspeed (KIAS)—Airspeed indicator reading (knots). Zero instrument error is assumed. Indicated Mach Number—The displayed Mach number value includes position error. ISA—International Standard Atmosphere; +15°C SL (standard), subtract 2° per thousand feet altitude increase. Landing Distance—The distance from a point 50 feet above the runway surface to the point at which the airplane comes to a full stop on the runway. Landing Field Length—Landing distance adjusted for operational factors. Level Off Altitude—The barometric altitude at which second segment climb ends. Mach Number—The ratio of true airspeed to the speed of sound. Net Climb Gradient—The gross climb gradient reduced by 0.8% during the takeoff phase and 1.1% during enroute. This conservatism is required by special clearance determinations to account for variables encountered in service. Net Takeoff Flightpath—Takeoff flightpath used to determine obstacle clearance. Uses net climb gradients to climb to a height of 1,500 feet above the runway surface. OAT—Outside Air Temperature or Ambient Air Temperature. The free air static temperature obtained either from ground meteorological sources or from in-flight temperature indications, adjusted for instrument error and compressibility effects. Used interchangeably with Temperature (refer to Performance Tables, AFM). Position Correction—A correction applied to indicated airspeed or altitude to eliminate the effect of the location of the static pressure source on the instrument reading. No position corrections are required when using performance section charts in Section IV of the AFM, since all airspeeds and altitudes in Section IV are presented as “indicated” values, except for stall speeds which are presented as “calibrated” values. RAT—Ram Air Temperature. Indicated outside air temperature as read from the RAT display. This must be corrected for ram air temperature rise to obtain true outside air temperature, (subtract ram air temperature rise from RAT display to obtain true air temperature). Reference Zero—The point in the takeoff flight path at which the airplane is 35 feet (dry runway) or 15 feet (wet runway) above the takeoff surface and at the end of the takeoff distance required. Residual Ice—That ice which is not completely removed from the leading edge stagnation areas of the wing and horizontal stabilizer by the surface antiice/deice systems during operation in icing conditions. Refer to Section III and IV of the AFM for applicable procedures.

FOR TRAINING PURPOSES ONLY

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Takeoff Climb Increment (TCI)—Altitude increment to be added to the airport barometric altitude to obtain level-off altitude. This increment includes corrections for nonstandard temperature. Takeoff Field Length—The takeoff field length given for each combination of gross weight, ambient temperature, altitude, wind, and runway gradients is the greatest of the following: 1.

115% of the two-engine horizontal takeoff distance from start (static) to a height of 35 feet above the runway surface.

2.

Accelerate-stop distance, wet or dry runway, as appropriate.

3.

The engine-out accelerate-go distance to 35 feet for dry runways and 15 feet for wet runways. No specific identification is made on the charts (see AFM) concerning which of these distances governs a specific case.

True Airspeed (KTAS)—The airspeed (knots) of an airplane relative to undisturbed air. True Mach Number—The displayed Mach with position error removed. V 1 —Takeoff Decision Speed. The distance to continue the takeoff to 35 feet (dry runway) or 15 feet (wet runway) will not exceed the scheduled takeoff field length if recognition occurred at V 1 (accelerate-go). The distance to bring the airplane to a full stop (accelerate-stop) will not exceed the scheduled takeoff field length provided that maximum brakes are applied at V 1 . V 2—Takeoff Safety Speed. The climb speed is the actual speed at 35 feet above the runway surface as demonstrated in flight during takeoff with one engine inoperative. V 35 —Actual speed at 35 feet above the runway surface as demonstrated in flight during takeoff with both engines operating. V A —Maximum Maneuvering Speed. The maximum speed at which application of full available aerodynamic control will not overstress the airplane. V A speed is a function of weight versus altitude. V APP —Landing approach airspeed (1.3 V S1 ) with 15° flap position, landing gear up. V ENR —Single-engine enroute climb speed (V YSE ) or best rate-of-climb single-engine. The Excel utilizes one reference speed, 160 KIAS at all weights. V FE —Maximum Flap Extended Speed. The highest speed permissible with wing flaps in a prescribed extended position. V LE —Maximum Landing Gear Extended Speed. The maximum speed at which an airplane can be safely flown with the landing gear extended.

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V LO —(Extension). Maximum Landing Gear Extension Speed. The maximum speed at which the landing gear can be safely extended. V LO—(Retraction). Maximum Landing Gear Retracting Speed. The maximum speed at which the landing gear can be safely retracted. V MCA —Minimum airspeed in the air in the takeoff configuration at which directional control can be maintained when one engine is suddenly made inoperative. V MCA is a function of engine thrust which varies with altitude and temperature. The V MCA of 90 KIAS was determined at maximum takeoff thrust and maximum takeoff weight. V MCG —Minimum speed on the ground in the takeoff configuration at which directional control can be maintained when one engine is suddenly made inoperative, using only aerodynamic controls. V MCG is a function of both airplane weight and engine thrust which varies with altitude and temperature. AC configuration airplanes, V MCG is 98 KIAS and was determined for maximum takeoff thrust. AB configuration airplanes, V MCG is 81 KIAS and was determined for maximum takeoff thrust and the rudder bias system operational. V MCL —Minimum airspeed in the air, in the landing configuration, at which directional control can be maintained, when one engine is suddenly made inoperative. V MCL is a function of engine thrust which varies with altitude and temperature. V MCL of 92 KIAS was determined at maximum takeoff thrust and maximum landing weight. V MO/MMO —Maximum Operating Limit Speed. V R —The speed at which rotation is initiated during takeoff to attain V 2 climb speed at or before a height of 35 feet above the runway surface has been reached. V REF —The airspeed equal to the landing 50-foot point speed (1.3 V SO ) with full flaps and landing gear extended. V SB —Maximum operating speed with speedbrakes in the extended position. V SO —The stalling speed or the minimum steady flight speed in the landing configuration. V S1—The stalling speed or the minimum steady flight speed obtained in a specified configuration. Visible Moisture—Visible moisture includes but is not limited to, the following conditions: fog with visibility less than one mile, wet snow and rain. Wet Runway—A runway is considered wet when there is sufficient moisture on the surface to appear reflective, but without significant areas of standing water. Wind—The wind velocities recorded as variables on the charts in the AFM are to be understood as the headwind or tailwind components of the actual winds at 32.8 feet (10 meters) above the runway surface (tower winds).

FOR TRAINING PURPOSES ONLY

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CITATION XL/XLS PILOT TRAINING MANUAL

FLIGHT PLANNING—XLS This Flight Planning guide is for the purpose of providing specific information for evaluating the performance of the Cessna Citation XLS (Model 560XL). This guide is developed from Flight Manual and Operating Manual data. This document is not intended to be used in lieu of the FAA approved Airplane Flight Manual (AFM) or Operating Manual. The data included herein does not constitute an offer and is subject to change without notice.

SPECIFICATIONS

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SPECIFICATIONS Basic Performance Takeoff Distance, Sea Level, ISA, MTOW Landing Distance, Sea Level, ISA, MLW Rate of Climb - 2 Engines Rate of Climb - 1 Engine Typical Cruise Speeds Airspeed Limitations Maximum Operating Limit MMO (26,515 ft / 8,082 m and above) VMO (8,000 ft to 26,515 ft / 8,082 m) VMO (Below 8,000 ft / 2,438 m) Maximum Flap Speed (VFE) Partial Flaps - 7° & 15° Full Flaps - 35° Max Landing Gear Oper - Extending (VLO) Max Landing Gear Oper - Retracting (VLO) Max Landing Gear Extended Speed (VLE) Max. Speed Brake Operation Speed (VSB) Minimum Control Speed, Air (VMCA) Minimum Control Speed, Ground (VMCG)

3,560 ft 1,085 m 3,180 ft 969 m 3,500 ft/min 1,067 m/min 800 ft/min 244 m/min 415 - 435 KTAS

M 0.75 Indicated 305 KIAS 565 km/hr 260 KIAS 482 km/hr 200 KIAS 175 KIAS 250 KIAS 200 KIAS 250 KIAS No limit 90 KIAS 81 KIAS

371 km/hr 324 km/hr 463 km/hr 371 km/hr 463 km/hr No limit 167 km/hr 150 km/hr

Certified Weights Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight Maximum Zero Fuel Weight Maximum Fuel Capacity (6.7 lb/gal)

20,400 lb 20,200 lb 18,700 lb 15,100 lb 6,740 lb

9,253 kg 9,163 kg 8,482 kg 6,849 kg 3,057 kg

Basic Operating Weight Typically-Equipped Empty Weight Two Crew & Furnishings Basic Operating Weight

12,400 lb 400 lb 12,800 lb

5,625 kg 181 kg 5,806 kg

7,600 lb 2,300 lb 860 lb

3,447 kg 1,043 kg 390 kg

Payload Useful Payload and Fuel Maximum Payload Payload at Full Fuel

FOR TRAINING PURPOSES ONLY

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CITATION XL/XLS PILOT TRAINING MANUAL

TAKEOFF PERFORMANCE 14 CFR FAR 25 takeoff field lengths are shown on the following pages. FAR 25 defines takeoff distance as the greater of accelerate-stop, accelerate-go with one engine inoperative, or 115% of the all engine takeoff distance to a point 35 feet above the runway. These factors are reflected in the takeoff field lengths presented. Second segment climb limitations are presented at the bottom of each takeoff field length table. Second segment climb refers to the ability of the aircraft to meet certain climb rates after takeoff with one engine inoperative. Second segment climb limitations are a function of temperature, elevation, and aircraft weight. Two flap settings are shown for the aircraft: 15° and 7°. A flap setting of 15° is preferred to minimize runway length and runway speeds. In those situations where second segment climb requirements are too limiting for 15° of flaps, a 7° flap setting is available. A 7° flap setting requires greater runway length but provides greater second segment climb capability. A paved, level, dry runway with zero wind is assumed. Runway lengths shown are based on the aircraft anti-ice systems being off and the cabin bleed air on. Table PER-1. Decision, Rotation and Takeoff Safety Speeds

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Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 15° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = Sea Level Ambient Temp

°C /

°F

0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 50 / 122 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 3,390 3,500 3,560 3,610 3,690 3,940 4,270 4,710 5,470 —

20,000 3,330 3,440 3,490 3,550 3,620 3,870 4,190 4,620 5,330 —

19,500 3,200 3,310 3,360 3,410 3,480 3,700 4,000 4,400 4,990 —

18,500 2,940 3,040 3,090 3,130 3,200 3,390 3,630 3,990 4,420 5,050

17,500 2,700 2,790 2,830 2,870 2,930 3,100 3,310 3,600 3,980 4,390

16,500 2,660 2,730 2,770 2,810 2,830 2,830 3,010 3,250 3,560 3,900

15,500 2,670 2,750 2,790 2,830 2,850 2,740 2,730 2,930 3,180 3,470

14,500 2,710 2,790 2,820 2,860 2,880 2,760 2,630 2,640 2,850 3,080

45/113 45/113 47/117 51/124 54/129 54/129 54/129 54/129 5,470 5,330 5,290 5,210 4,960 4,270 3,750 3,310

Elevation = 1,000 Feet Ambient Temp

°C /

°F

0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 50 / 122 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 3,530 3,650 3,710 3,770 3,950 4,270 4,650 5,220 — —

20,000 3,480 3,590 3,650 3,710 3,880 4,190 4,560 5,090 — —

19,500 3,340 3,450 3,500 3,560 3,720 4,000 4,350 4,790 — —

18,500 3,070 3,170 3,220 3,270 3,410 3,630 3,940 4,330 4,860 —

17,500 2,810 2,900 2,950 2,990 3,120 3,320 3,560 3,900 4,300 4,910

16,500 2,700 2,780 2,820 2,860 2,850 3,020 3,230 3,500 3,850 4,240

15,500 2,720 2,800 2,840 2,870 2,810 2,740 2,920 3,140 3,420 3,770

14,500 2,750 2,830 2,870 2,900 2,840 2,720 2,630 2,820 3,050 3,330

42/108 42/108 44/111 48/118 51/124 52/126 52/126 52/126 5,560 5,420 5,400 5,320 5,080 4,510 3,930 3,460

FOR TRAINING PURPOSES ONLY

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Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS (Cont)

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 15°° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = 2,000 Feet Ambient Temp

°C /

°F

0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 50 / 122 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 3,690 3,800 3,860 3,980 4,280 4,630 5,070 — — —

20,000 3,630 3,750 3,810 3,910 4,200 4,540 4,970 5,690 — —

19,500 3,480 3,590 3,650 3,750 4,010 4,330 4,720 5,330 — —

18,500 3,200 3,300 3,350 3,440 3,660 3,930 4,280 4,700 5,430 —

17,500 2,930 3,020 3,070 3,150 3,340 3,560 3,850 4,220 4,710 —

16,500 2,750 2,830 2,870 2,880 3,040 3,230 3,460 3,780 4,160 4,770

15,500 2,770 2,850 2,880 2,890 2,780 2,920 3,130 3,370 3,700 4,110

14,500 2,800 2,870 2,910 2,910 2,800 2,690 2,810 3,020 3,270 3,620

39/102 40/104 41/106 45/113 48/118 50/122 50/122 50/122 5,660 5,690 5,500 5,430 5,190 4,770 4,110 3,620

Elevation = 3,000 Feet Ambient Temp

°C /

°F

-10 / 14 0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

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------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 3,720 3,840 3,970 4,040 4,310 4,650 5,040 5,620 — — 36/97

20,000 3,660 3,780 3,900 3,970 4,230 4,560 4,940 5,480 — —

19,500 3,510 3,630 3,750 3,820 4,040 4,340 4,700 5,140 — —

18,500 3,230 3,330 3,440 3,500 3,690 3,940 4,260 4,630 5,180 —

17,500 2,950 3,050 3,150 3,200 3,370 3,580 3,840 4,170 4,570 5,290

16,500 2,720 2,810 2,890 2,930 3,070 3,250 3,470 3,730 4,080 4,560

15,500 2,730 2,820 2,900 2,940 2,850 2,940 3,130 3,350 3,630 4,020

14,500 2,760 2,840 2,920 2,960 2,870 2,760 2,810 3,000 3,220 3,550

37/99 39/102 42/108 45/113 48/118 48/118 48/118

5,780 5,790 5,750 5,520 5,290 5,060 4,320 3,790

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Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS (Cont)

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 15°° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = 4,000 Feet Ambient Temp

°C /

°F

-10 / 14 0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 3,890 4,020 4,160 4,350 4,680 5,050 5,500 — — —

20,000 3,820 3,950 4,090 4,270 4,590 4,950 5,370 — — —

33/91

34/93

19,500 3,660 3,790 3,920 4,070 4,370 4,710 5,100 5,690 — —

18,500 3,360 3,480 3,600 3,730 3,970 4,260 4,600 5,000 — —

17,500 3,080 3,180 3,290 3,410 3,610 3,850 4,150 4,490 5,020 —

16,500 2,810 2,900 3,000 3,100 3,280 3,480 3,720 4,020 4,420 5,160

15,500 2,780 2,870 2,940 2,920 2,970 3,150 3,350 3,580 3,930 4,400

14,500 2,810 2,890 2,960 2,930 2,830 2,830 3,000 3,200 3,470 3,870

36/97 39/102 42/108 45/113 46/115 46/115

5,920 5,920 5,850 5,600 5,380 5,160 4,570 3,960

Elevation = 5,000 Feet Ambient Temp

°C /

°F

-10 / 14 0 / 32 5 / 41 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,070 4,210 4,280 4,420 4,730 5,080 5,490 6,110 — —

20,000 4,000 4,130 4,210 4,340 4,640 4,980 5,380 5,960 — —

19,500 3,820 3,950 4,020 4,140 4,410 4,740 5,110 5,590 — —

30/86

31/88

33/91

18,500 3,510 3,630 3,690 3,790 4,010 4,290 4,610 4,980 5,520 —

17,500 3,210 3,320 3,380 3,470 3,660 3,880 4,160 4,480 4,860 —

16,500 2,930 3,030 3,080 3,150 3,320 3,520 3,730 4,020 4,340 4,880

15,500 2,830 2,920 2,960 2,970 3,010 3,180 3,370 3,580 3,860 4,290

14,500 2,850 2,940 2,980 2,980 2,900 2,860 3,020 3,210 3,420 3,780

36/97 39/102 43/109 44/111 44/111

6,110 6,110 6,010 5,700 5,470 5,440 4,800 4,130

FOR TRAINING PURPOSES ONLY

PER-13

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS (Cont)

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 15°° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = 6,000 Feet Ambient Temp

°C /

°F

-10 / 14 0 / 32 5 / 41 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,180 4,320 4,440 4,780 5,140 5,550 6,110 — — —

20,000 4,100 4,240 4,350 4,690 5,040 5,440 5,960 — — —

19,500 3,930 4,060 4,160 4,470 4,790 5,170 5,590 — — —

18,500 3,610 3,730 3,820 4,050 4,340 4,660 5,020 5,490 — —

26/79

27/81

29/84

33/91

17,500 3,300 3,410 3,490 3,700 3,920 4,200 4,520 4,880 5,440 —

16,500 3,010 3,110 3,180 3,360 3,560 3,770 4,050 4,360 4,760 5,500

15,500 2,940 3,030 3,050 3,040 3,220 3,410 3,620 3,880 4,220 4,690

14,500 2,960 3,050 3,070 2,970 2,890 3,060 3,250 3,450 3,730 4,110

36/97 40/104 42/108 42/108

6,250 6,240 6,130 5,900 5,620 5,500 5,020 4,300

Elevation = 7,000 Feet Ambient Temp

°C /

°F

-10 / 14 0 / 32 5 / 41 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

PER-14

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,300 4,490 4,810 5,190 5,600 6,130 — — — —

20,000 4,220 4,410 4,720 5,090 5,490 5,980 — — — —

19,500 4,050 4,210 4,490 4,840 5,220 5,650 6,280 — — —

18,500 3,720 3,870 4,080 4,380 4,700 5,080 5,490 — — —

17,500 3,400 3,530 3,730 3,960 4,240 4,570 4,920 5,360 — —

22/72

22/72

25/77

29/84

33/91

16,500 3,100 3,220 3,390 3,600 3,810 4,090 4,400 4,750 5,290 —

15,500 3,040 3,120 3,070 3,250 3,450 3,660 3,920 4,220 4,600 5,250

14,500 3,060 3,130 3,040 2,940 3,100 3,280 3,490 3,730 4,060 4,470

37/99 40/104 40/104

6,420 6,260 6,280 6,030 5,800 5,620 5,250 4,470

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-2. TAKEOFF FIELD LENGTH—15° FLAPS (Cont)

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 15°° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = 8,000 Feet Ambient Temp °C /

°F

-20 / -10 / 0/ 5/ 10 / 15 / 20 / 25 / 30 / 35 /

-4 14 32 41 50 59 68 77 86 95

Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,310 4,460 4,850 5,240 5,660 6,140 — — — —

20,000 4,230 4,380 4,760 5,130 5,550 6,000 — — — —

19,500 4,050 4,190 4,530 4,880 5,280 5,700 6,300 — — —

18,500 3,720 3,850 4,120 4,420 4,750 5,120 5,550 6,170 — —

17,500 3,400 3,520 3,770 4,000 4,290 4,610 4,970 5,360 6,040 —

17/63

18/64

20/68

25/77

30/86

16,500 3,110 3,210 3,430 3,640 3,860 4,130 4,440 4,780 5,200 —

15,500 3,030 3,130 3,110 3,290 3,490 3,700 3,960 4,250 4,600 5,060

14,500 3,050 3,150 3,110 3,010 3,140 3,320 3,530 3,760 4,050 4,410

34/93 38/100 38/100

6,430 6,420 6,300 6,170 6,040 5,780 5,510 4,650

Elevation = 9,000 Feet Ambient Temp °C /

°F

-20 / -10 / 0/ 5/ 10 / 15 / 20 / 25 / 30 / 35 /

-4 14 32 41 50 59 68 77 86 95

Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,470 4,650 5,280 5,710 6,180 — — — — —

20,000 4,390 4,570 5,180 5,600 6,050 — — — — —

19,500 4,200 4,360 4,930 5,320 5,750 6,300 — — — —

18,500 3,860 4,000 4,460 4,800 5,170 5,590 6,180 — — —

17,500 3,530 3,660 4,040 4,320 4,650 5,010 5,410 6,030 — —

16,500 3,210 3,330 3,680 3,910 4,170 4,480 4,830 5,220 5,850 6,680

15,500 3,120 3,210 3,320 3,530 3,740 3,990 4,290 4,630 5,010 5,640

14,500 3,140 3,230 3,080 3,170 3,360 3,560 3,800 4,090 4,410 4,780

13/55

14/57

16/61

21/70

26/79

30/86

35/95

36/97

6,580 6,560 6,450 6,320 6,180 5,850 5,640 4,880

FOR TRAINING PURPOSES ONLY

PER-15

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 7°° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = Sea Level Ambient Temp °C /

°F

0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 50 / 122 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 3,850 3,970 4,040 4,100 4,210 4,570 5,120 5,930 7,080 —

20,000 3,780 3,900 3,970 4,030 4,120 4,460 5,000 5,780 6,880 —

19,500 3,620 3,740 3,800 3,860 3,950 4,230 4,700 5,420 6,410 7,590

18,500 3,310 3,420 3,470 3,520 3,610 3,850 4,170 4,760 5,570 6,510

17,500 3,010 3,110 3,160 3,210 3,280 3,500 3,760 4,180 4,840 5,590

16,500 2,730 2,820 2,870 2,910 2,970 3,170 3,400 3,700 4,200 4,810

15,500 2,580 2,650 2,690 2,730 2,750 2,850 3,050 3,320 3,640 4,130

14,500 2,590 2,670 2,700 2,740 2,760 2,660 2,730 2,960 3,230 3,530

48/118 48/118 50/122 53/127 54/129 54/129 54/129 54/129 7,850 7,610 7,590 7,260 6,400 5,440 4,630 3,940

Elevation = 1,000 Feet Ambient Temp °C /

°F

0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 50 / 122 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

PER-16

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,020 4,150 4,220 4,300 4,540 5,050 5,730 6,700 8,020 —

20,000 3,950 4,080 4,140 4,220 4,450 4,940 5,590 6,520 7,790 —

19,500 3,780 3,900 3,970 4,030 4,240 4,650 5,250 6,100 7,230 —

18,500 3,450 3,560 3,620 3,680 3,870 4,150 4,630 5,330 6,230 7,430

17,500 3,140 3,240 3,300 3,350 3,510 3,770 4,070 4,650 5,380 6,320

16,500 2,850 2,940 2,990 3,040 3,180 3,400 3,670 4,050 4,650 5,390

15,500 2,630 2,700 2,740 2,780 2,860 3,060 3,290 3,580 4,000 4,600

14,500 2,640 2,710 2,750 2,790 2,730 2,740 2,940 3,180 3,470 3,920

45/113 45/113 47/117 50/122 52/126 52/126 52/126 52/126 8,020 7,790 7,760 7,430 6,810 5,770 4,890 4,150

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS (Cont)

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 7°° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = 2,000 Feet Ambient Temp °C /

°F

0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 50 / 122 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,200 4,340 4,420 4,570 5,030 5,630 6,450 7,600 — —

20,000 4,120 4,270 4,340 4,480 4,910 5,490 6,280 7,380 — —

19,500 3,940 4,080 4,140 4,280 4,630 5,160 5,880 6,870 — —

18,500 3,600 3,720 3,780 3,900 4,170 4,560 5,160 5,960 7,040 —

17,500 3,280 3,390 3,440 3,540 3,780 4,060 4,520 5,170 6,030 7,260

16,500 2,970 3,070 3,120 3,210 3,420 3,660 3,960 4,480 5,170 6,130

15,500 2,680 2,770 2,810 2,890 3,070 3,290 3,540 3,870 4,430 5,180

14,500 2,690 2,760 2,800 2,800 2,750 2,940 3,160 3,420 3,790 4,380

42/108 42/108 44/111 47/117 50/122 50/122 50/122 50/122 8,180 7,940 7,920 7,590 7,260 6,130 5,180 4,380

Elevation = 3,000 Feet Ambient Temp °C /

°F

-10 / 14 0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,240 4,390 4,550 4,640 5,020 5,590 6,290 7,250 — —

20,000 4,170 4,310 4,470 4,560 4,910 5,450 6,140 7,050 8,350 —

19,500 3,990 4,120 4,260 4,350 4,630 5,130 5,760 6,590 7,740 —

18,500 3,640 3,760 3,890 3,960 4,200 4,540 5,060 5,740 6,660 —

17,500 3,310 3,420 3,540 3,600 3,810 4,080 4,440 5,000 5,740 6,840

16,500 3,000 3,100 3,200 3,260 3,440 3,680 3,950 4,350 4,950 5,820

15,500 2,710 2,800 2,890 2,940 3,100 3,300 3,540 3,810 4,260 4,950

14,500 2,650 2,730 2,810 2,850 2,780 2,950 3,160 3,390 3,680 4,210

39/102 40/104 41/106 44/111 48/118 48/118 48/118 48/118 8,280 8,350 8,040 7,740 7,770 6,530 5,500 4,640

FOR TRAINING PURPOSES ONLY

PER-17

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS (Cont)

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 7°° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = 4,000 Feet Ambient Temp °C /

°F

-10 / 14 0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,440 4,600 4,780 5,050 5,580 6,230 7,060 8,150 — — 36/97

20,000 4,360 4,520 4,690 4,930 5,450 6,080 6,870 7,910 — —

19,500 4,170 4,310 4,480 4,680 5,130 5,710 6,430 7,360 — —

18,500 3,800 3,930 4,070 4,240 4,540 5,030 5,620 6,380 7,540 —

17,500 3,460 3,570 3,700 3,850 4,110 4,420 4,910 5,520 6,440 7,930

16,500 3,130 3,240 3,350 3,480 3,710 3,960 4,280 4,780 5,520 6,660

15,500 2,820 2,920 3,020 3,130 3,330 3,550 3,800 4,120 4,720 5,610

14,500 2,700 2,780 2,860 2,830 2,980 3,170 3,390 3,630 4,030 4,730

37/99 39/102 42/108 45/113 46/115 46/115 46/115

8,410 8,440 8,470 8,200 7,930 6,960 5,840 4,910

Elevation = 5,000 Feet Ambient Temp °C /

°F

-10 / 14 0 / 32 5 / 41 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

PER-18

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,660 4,830 4,920 5,110 5,610 6,220 6,970 7,920 — —

20,000 4,570 4,740 4,820 5,000 5,480 6,060 6,790 7,700 — —

33/91

34/93

19,500 4,360 4,520 4,600 4,750 5,160 5,700 6,360 7,180 8,260 —

18,500 3,980 4,110 4,180 4,310 4,590 5,020 5,570 6,240 7,110 —

17,500 3,610 3,740 3,800 3,910 4,150 4,430 4,880 5,430 6,130 7,360

16,500 3,270 3,380 3,440 3,540 3,750 3,990 4,270 4,710 5,280 6,240

15,500 2,950 3,050 3,100 3,180 3,370 3,580 3,820 4,090 4,540 5,300

14,500 2,750 2,830 2,870 2,880 3,010 3,200 3,400 3,640 3,910 4,500

36/97 39/102 42/108 44/111 44/111 44/111

8,630 8,630 8,590 8,310 8,030 7,370 6,160 5,160

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS (Cont)

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 7°° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = 6,000 Feet Ambient Temp °C /

°F

-10 / 14 0 / 32 5 / 41 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,790 4,960 5,110 5,660 6,250 6,980 7,890 9,040 — —

20,000 4,700 4,870 5,010 5,530 6,100 6,800 7,670 8,780 — —

19,500 4,490 4,650 4,780 5,210 5,730 6,370 7,160 8,150 — —

30/86

31/88

33/91

18,500 4,080 4,220 4,330 4,640 5,060 5,590 6,240 7,040 8,200 —

17,500 3,710 3,840 3,930 4,200 4,480 4,900 5,440 6,080 7,000 —

16,500 3,360 3,470 3,560 3,790 4,040 4,310 4,730 5,250 5,980 7,130

15,500 3,030 3,130 3,200 3,410 3,620 3,860 4,130 4,530 5,110 5,990

14,500 2,850 2,940 2,960 3,040 3,230 3,440 3,670 3,930 4,350 5,050

36/97 39/102 42/108 42/108 42/108

9,040 9,040 8,900 8,530 8,140 7,740 6,450 5,400

Elevation = 7,000 Feet Ambient Temp °C /

°F

-10 / 14 0 / 32 5 / 41 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,940 5,170 5,640 6,270 7,000 7,900 9,000 — — —

20,000 4,850 5,070 5,510 6,120 6,820 7,690 8,740 — — —

19,500 4,620 4,840 5,190 5,750 6,390 7,180 8,130 — — —

18,500 4,200 4,390 4,670 5,080 5,620 6,270 7,040 8,000 — —

26/79

27/81

29/84

33/91

17,500 3,820 3,980 4,230 4,520 4,930 5,460 6,090 6,860 8,030 —

16,500 3,460 3,600 3,820 4,080 4,360 4,750 5,260 5,890 6,800 8,140

15,500 3,120 3,240 3,430 3,660 3,900 4,170 4,540 5,040 5,760 6,780

14,500 2,950 3,020 3,070 3,270 3,480 3,710 3,970 4,310 4,870 5,650

36/97 40/104 40/104 40/104

9,250 9,240 9,080 8,820 8,330 8,140 6,780 5,650

FOR TRAINING PURPOSES ONLY

PER-19

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-3. TAKEOFF FIELD LENGTH—7° FLAPS (Cont)

TAKEOFF PERFORMANCE TAKEOFF FIELD LENGTH - 7°° FLAPS (Over 35 Foot Screen Height) Dry Runway, Zero Wind, Anti-Ice Off, Cabin Bleed Air On Elevation = 8,000 Feet Ambient Temp °C /

°F

-20 / -10 / 0/ 5/ 10 / 15 / 20 / 25 / 30 / 35 /

-4 14 32 41 50 59 68 77 86 95

Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 4,950 5,130 5,650 6,280 7,020 7,890 9,000 — — —

20,000 4,860 5,040 5,520 6,130 6,840 7,680 8,740 — — —

19,500 4,630 4,800 5,210 5,770 6,420 7,180 8,140 9,300 — —

18,500 4,210 4,360 4,720 5,100 5,650 6,280 7,050 7,980 — —

17,500 3,830 3,960 4,270 4,570 4,960 5,480 6,110 6,850 7,830 —

21/70

22/72

25/77

29/84

33/91

16,500 3,460 3,580 3,850 4,120 4,410 4,770 5,290 5,890 6,660 7,730

15,500 3,120 3,230 3,460 3,700 3,950 4,220 4,570 5,050 5,660 6,490

14,500 2,940 3,040 3,100 3,300 3,520 3,750 4,010 4,320 4,810 5,450

37/99 38/100 38/100

9,240 9,220 9,300 8,930 8,620 8,290 7,130 5,930

Elevation = 9,000 Feet Ambient Temp °C /

°F

-20 / -10 / 0/ 5/ 10 / 15 / 20 / 25 / 30 / 35 /

-4 14 32 41 50 59 68 77 86 95

Climb Wght Temp Limits °C/°F Field Length at Temp Limits (ft)

PER-20

------------------------------------------- Takeoff Weight (lb) --------------------------------------------

20,200 5,140 5,360 6,290 7,030 7,900 8,960 — — — —

20,000 5,050 5,260 6,140 6,850 7,690 8,710 — — — —

19,500 4,810 5,010 5,780 6,430 7,190 8,120 9,270 — — —

18,500 4,370 4,540 5,120 5,660 6,290 7,050 7,970 9,150 — —

17,500 3,970 4,120 4,610 4,970 5,500 6,120 6,860 7,790 — —

16,500 3,590 3,730 4,160 4,450 4,790 5,300 5,900 6,640 7,570 —

15,500 3,230 3,350 3,730 3,990 4,260 4,580 5,070 5,660 6,380 7,300

14,500 3,030 3,120 3,330 3,550 3,790 4,050 4,340 4,810 5,380 6,080

17/63

18/64

20/68

25/77

29/84

34/93

36/97

36/97

9,480 9,460 9,270 9,150 8,730 8,520 7,520 6,240

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

CLIMB PERFORMANCE Table PER-4. 250 KIAS/M 0.65 CLIMB

CLIMB PERFORMANCE 250 KIAS / M 0.65 CLIMB ISA, Zero Wind, Anti-Ice Off Time, Fuel, and Distance To Climb ------------------------------------ Takeoff Weight (lb) ------------------------------------

Pressure Altitude (ft)

15,000

25,000

29,000

31,000

33,000

35,000

37,000

39,000

41,000

43,000

45,000

Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM

20,200 4 219 20 8 374 42 11 454 57 12 489 64 13 523 71 14 559 79 15 597 87 17 641 98 20 695 113 23 766 134 29 888 172

19,000 4 203 19 8 347 39 10 419 52 11 451 58 12 481 65 13 513 72 14 546 79 16 583 89 17 627 101 20 681 116 24 758 141

18,000 4 191 18 7 325 37 9 391 49 10 420 54 11 448 60 12 476 66 13 506 73 14 539 82 16 577 92 18 621 104 21 679 123

FOR TRAINING PURPOSES ONLY

16,000 3 167 15 6 282 32 8 339 42 9 363 47 9 386 51 10 410 57 11 434 62 12 460 69 13 488 76 15 520 86 17 557 97

14,000 3 144 13 5 243 27 7 290 36 7 310 40 8 329 44 9 349 48 9 368 52 10 389 58 11 411 63 12 435 70 14 461 79

PER-21

CITATION XL/XLS PILOT TRAINING MANUAL

CRUISE PERFORMANCE Table PER-5. HIGH-SPEED CRUISE

CRUISE PERFORMANCE HIGH SPEED CRUISE ISA, Anti-Ice Off Cruise Speed & Fuel Flow ------------------------------------- Cruise Weight (lb) -------------------------------------

Pressure Altitude (ft)

5,000 10,000 15,000 21,000 23,000 25,000 27,000 29,000 31,000 33,000 35,000 37,000 39,000 41,000 43,000 45,000

PER-22

KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr

20,000 280 1,635 353 2,027 379 2,005 414 2,063 427 2,087 432 2,019 436 1,945 437 1,852 438 1,763 437 1,662 433 1,533 431 1,426 431 1,359 428 1,278 417 1,172 399 1,082

19,000 280 1,625 353 2,019 379 1,994 414 2,049 427 2,072 434 2,023 437 1,947 438 1,847 439 1,764 437 1,643 433 1,512 431 1,400 431 1,327 431 1,272 424 1,176 413 1,097

18,000 280 1,615 353 2,010 379 1,984 414 2,036 427 2,058 435 2,024 439 1,948 439 1,849 441 1,764 437 1,625 433 1,493 431 1,377 431 1,297 431 1,235 430 1,179 422 1,094

FOR TRAINING PURPOSES ONLY

16,000 280 1,598 353 1,995 379 1,966 414 2,012 427 2,032 437 2,024 441 1,949 442 1,852 441 1,738 437 1,591 433 1,458 431 1,339 431 1,251 431 1,175 431 1,116 431 1,072

14,000 280 1,583 353 1,982 379 1,950 414 1,991 427 2,010 439 2,025 443 1,949 444 1,855 441 1,705 437 1,559 433 1,425 431 1,305 431 1,214 431 1,133 431 1,062 431 1,003

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-6. LONG-RANGE CRUISE

CRUISE PERFORMANCE LONG RANGE CRUISE ISA, Anti-Ice Off Cruise Speed & Fuel Flow ------------------------------------- Cruise Weight (lb) -------------------------------------

Pressure Altitude (ft)

5,000 10,000 15,000 21,000 23,000 25,000 27,000 29,000 31,000 33,000 35,000 37,000 39,000 41,000 43,000 45,000

KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr KTAS Lb/Hr

20,000 271 1,572 275 1,374 283 1,243 296 1,115 305 1,092 314 1,073 319 1,038 321 996 324 966 325 936 329 917 333 899 342 905 353 923 367 956 374 986

19,000 271 1,558 273 1,355 280 1,206 292 1,078 298 1,047 307 1,030 314 1,001 319 969 321 936 323 905 326 881 330 860 338 862 348 875 358 891 369 915

18,000 270 1,544 272 1,337 275 1,167 288 1,048 293 1,012 301 987 309 964 315 937 320 909 321 872 323 846 326 823 334 820 342 824 353 838 367 869

FOR TRAINING PURPOSES ONLY

16,000 268 1,507 270 1,298 274 1,135 280 980 284 941 288 905 290 865 302 858 308 832 312 802 318 784 323 763 327 747 332 736 340 738 351 751

14,000 240 1,318 260 1,224 273 1,105 268 900 274 870 277 834 283 804 292 792 292 747 303 734 310 719 315 695 320 677 324 662 330 656 339 658

PER-23

CITATION XL/XLS PILOT TRAINING MANUAL

DESCENT PERFORMANCE Table PER-7. HIGH SPEED AND NORMAL DESCENT

DESCENT PERFORMANCE HIGH SPEED & NORMAL DESCENT ISA, Zero Wind, Anti-Ice Off, Speed Brakes Retracted, Gear & Flaps Up Time, Fuel, and Distance To Descend High Speed — 3,000 FPM Normal — 2,000 FPM Pressure Altitude (ft)

15,000

25,000

31,000

33,000

35,000

37,000

39,000

41,000

43,000

45,000

PER-24

Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM Min Lb NM

------- End of Cruise Weight (lb) -------

------- End of Cruise Weight (lb) -------

18,000 6 62 28 9 124 49 11 164 64 12 175 68 12 185 73 13 193 78 14 200 82 14 206 87 15 214 93 16 222 98

18,000 8 127 38 13 245 71 16 317 93 17 338 100 18 356 107 19 371 113 20 385 120 21 398 127 22 410 134 23 421 141

15,000 5 64 26 9 133 48 11 175 62 11 187 67 12 197 71 13 206 76 13 213 81 14 220 85 15 227 90 16 235 96

12,000 5 78 25 9 153 47 11 198 62 11 211 66 12 221 71 13 231 76 13 239 80 14 246 85 15 253 90 15 260 95

FOR TRAINING PURPOSES ONLY

15,000 8 138 38 13 261 71 16 335 92 17 356 99 18 374 106 19 390 113 20 404 120 21 417 127 22 428 134 23 439 141

12,000 8 150 37 13 278 70 16 355 92 17 376 99 18 395 106 19 411 113 20 425 120 21 438 126 22 450 133 23 461 140

CITATION XL/XLS PILOT TRAINING MANUAL

RESERVE FUEL Reserve Fuel Allowances Based on four passengers, ISA, zero wind. VFR Fuel Reserves (at 15,000 feet) Day (30 minutes) ............................................................................... 554 lb Night (45 minutes) ............................................................................. 834 lb IFR Fuel Reserves (Alternate plus 45 minutes at 15,000 feet)) 100 Nautical Mile Alternate............................................................ 1,324 lb 200 Nautical Mile Alternate............................................................ 1,683 lb 300 Nautical Mile Alternate............................................................ 1,935 lb NBAA Fuel Reserves* 100 Nautical Mile Alternate............................................................ 1,210 lb 200 Nautical Mile Alternate............................................................ 1,564 lb 300 Nautical Mile Alternate............................................................ 1,812 lb * NBAA IFR Reserves are defined as the amount of fuel for the following profile: • A 5-minute approach at sea level • Climb to 5,000 feet • A 5-minute hold at 5,000 feet • Climb to cruise altitude for the diversion to the alternate airport • Cruise at long range cruise power • Descend to sea level • Land with 30 minutes of holding fuel at 5,000 feet

HOLDING PERFORMANCE Table PER-8. HOLDING SPEED AND FUEL FLOW

ISA, Anti-Ice Off, Speed Brakes Retracted, Gear & Flaps Up Holding Speed & Fuel Flow ------------------------------------ Pressure Altitude (ft) -----------------------------------Weight (lb)

17,000 16,000 15,000 14,000 13,000

KIAS 190 185 180 175 170

S.L. 1,256 1,215 1,176 1,138 1,085

5,000 10,000 15,000 20,000 25,000 30,000 1,160 1,069 995 932 890 855 1,118 1,031 960 892 847 814 1,076 993 926 851 807 774 1,034 957 892 812 768 735 985 920 852 775 729 696

FOR TRAINING PURPOSES ONLY

PER-25

CITATION XL/XLS PILOT TRAINING MANUAL

LANDING PERFORMANCE Table PER-9. LANDING DISTANCE—ACTUAL

LANDING PERFORMANCE LANDING DISTANCE - ACTUAL (Distance from 50 Feet Above the Runway) Flaps 35°, Dry Runway, Zero Wind, Anti-Ice On or Off Elevation = Sea Level Ambient Temp

°C / °F 0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 50 / 122

Lndg Wght Temp Limits °C/°F

VREF (KIAS)

------------------------------------------- Landing Weight (lb) -------------------------------------------

18,700 3,060 3,140 3,180 3,230 3,270 3,310 3,350 3,390 3,430 3,470

18,500 3,040 3,120 3,160 3,200 3,240 3,280 3,320 3,360 3,400 3,440

18,000 2,980 3,060 3,100 3,140 3,180 3,220 3,260 3,300 3,330 3,370

17,000 2,860 2,940 2,970 3,010 3,050 3,090 3,120 3,160 3,200 3,230

16,000 2,740 2,820 2,850 2,890 2,920 2,960 2,990 3,030 3,060 3,100

15,000 2,620 2,680 2,720 2,750 2,790 2,820 2,850 2,890 2,920 2,950

14,000 2,490 2,550 2,590 2,620 2,650 2,680 2,710 2,740 2,770 2,800

13,000 2,370 2,430 2,460 2,490 2,520 2,550 2,580 2,610 2,630 2,660

52/126 54/129 54/129 54/129 54/129 54/129 54/129 54/129 117

117

115

112

109

106

102

99

Elevation = 1,000 Feet Ambient Temp

°C / °F 0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 50 / 122

Lndg Wght Temp Limits °C/°F

VREF (KIAS)

PER-26

------------------------------------------- Landing Weight (lb) -------------------------------------------

18,700 3,150 3,230 3,270 3,320 3,360 3,400 3,440 3,480 3,520 —

18,500 3,120 3,200 3,250 3,290 3,330 3,370 3,410 3,460 3,500 3,540

18,000 3,060 3,140 3,180 3,220 3,270 3,310 3,350 3,390 3,430 3,470

17,000 2,940 3,010 3,050 3,090 3,130 3,170 3,210 3,250 3,290 3,320

16,000 2,820 2,890 2,930 2,970 3,000 3,040 3,080 3,110 3,150 3,180

15,000 2,690 2,760 2,790 2,830 2,860 2,900 2,930 2,960 3,000 3,030

14,000 2,560 2,620 2,650 2,690 2,720 2,750 2,790 2,820 2,850 2,880

13,000 2,430 2,490 2,520 2,550 2,580 2,610 2,640 2,670 2,700 2,730

49/120 50/122 51/124 52/126 52/126 52/126 52/126 52/126 117

117

115

112

109

FOR TRAINING PURPOSES ONLY

106

102

99

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-9. LANDING DISTANCE—ACTUAL (Cont) LANDING DISTANCE - ACTUAL (Distance from 50 Feet Above the Runway) Flaps 35°, Dry Runway, Zero Wind, Anti-Ice On or Off Elevation = 2,000 Feet Ambient Temp °C /

°F

0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 50 / 122 Lndg Wght Temp Limits °C/°F

VREF (KIAS)

------------------------------------------- Landing Weight (lb) -------------------------------------------

18,700 3,230 3,320 3,360 3,410 3,450 3,500 3,540 3,580 3,620 —

18,500 3,210 3,290 3,340 3,380 3,420 3,470 3,510 3,550 3,590 —

18,000 3,140 3,230 3,270 3,310 3,360 3,400 3,440 3,480 3,520 —

17,000 3,020 3,100 3,140 3,180 3,220 3,260 3,300 3,340 3,380 3,420

16,000 2,890 2,970 3,010 3,050 3,080 3,120 3,160 3,200 3,240 3,270

15,000 2,760 2,830 2,870 2,900 2,940 2,980 3,010 3,050 3,080 3,120

14,000 2,620 2,690 2,730 2,760 2,790 2,830 2,860 2,890 2,930 2,960

13,000 2,490 2,560 2,590 2,620 2,650 2,680 2,720 2,750 2,780 2,810

46/115 47/117 48/118 50/122 50/122 50/122 50/122 50/122 117

117

115

112

109

106

102

99

Elevation = 3,000 Feet Ambient Temp °C /

°F

-10 / 14 0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 Lndg Wght Temp Limits °C/°F

VREF (KIAS)

------------------------------------------- Landing Weight (lb) -------------------------------------------

18,700 3,240 3,330 3,420 3,460 3,510 3,550 3,600 3,640 3,690 —

18,500 3,220 3,300 3,390 3,440 3,480 3,530 3,570 3,620 3,660 —

18,000 3,160 3,240 3,330 3,370 3,410 3,460 3,500 3,540 3,590 3,630

17,000 3,030 3,110 3,190 3,230 3,270 3,310 3,360 3,400 3,440 3,480

16,000 2,900 2,980 3,060 3,100 3,140 3,180 3,220 3,260 3,300 3,330

15,000 2,770 2,840 2,910 2,950 2,990 3,030 3,060 3,100 3,140 3,170

14,000 2,640 2,700 2,770 2,810 2,840 2,880 2,910 2,950 2,980 3,020

13,000 2,510 2,570 2,630 2,670 2,700 2,730 2,760 2,800 2,830 2,860

43/109 44/111 45/113 48/118 48/118 48/118 48/118 48/118 117

117

115

112

109

FOR TRAINING PURPOSES ONLY

106

102

99

PER-27

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-9. LANDING DISTANCE—ACTUAL (Cont) (Distance from 50 Feet Above the Runway) Flaps 35°, Dry Runway, Zero Wind, Anti-Ice On or Off Elevation = 4,000 Feet Ambient Temp °C /

°F

-10 / 14 0 / 32 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 45 / 113 Lndg Wght Temp Limits °C/°F

VREF (KIAS)

------------------------------------------- Landing Weight (lb) -------------------------------------------

18,700 3,340 3,430 3,520 3,570 3,620 3,660 3,710 3,760 3,800 —

18,500 3,320 3,410 3,500 3,540 3,590 3,630 3,680 3,730 3,770 —

18,000 3,250 3,340 3,430 3,470 3,520 3,560 3,610 3,650 3,700

17,000 3,120 3,200 3,290 3,330 3,370 3,410 3,460 3,500 3,540 — 3,590

16,000 3,000 3,070 3,150 3,190 3,230 3,270 3,310 3,350 3,390 3,430

15,000 2,860 2,930 3,000 3,040 3,080 3,120 3,160 3,190 3,230 3,270

14,000 2,720 2,790 2,860 2,890 2,930 2,960 3,000 3,030 3,070 3,110

13,000 2,590 2,650 2,710 2,750 2,780 2,810 2,850 2,880 2,910 2,950

40/104 41/106 42/108 45/113 46/115 46/115 46/115 46/115 117

117

115

112

109

106

102

99

Elevation = 5,000 Feet Ambient Temp °C /

°F

-10 / 14 0 / 32 5 / 41 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104 Lndg Wght Temp Limits °C/°F

VREF (KIAS)

PER-28

------------------------------------------- Landing Weight (lb) -------------------------------------------

18,700 3,450 3,540 3,590 3,630 3,680 3,730 3,770 3,820 3,870 —

18,500 3,420 3,510 3,560 3,600 3,650 3,700 3,740 3,790 3,840 —

18,000 3,360 3,450 3,490 3,530 3,580 3,620 3,670 3,720 3,760 3,810

17,000 3,220 3,310 3,350 3,390 3,430 3,480 3,520 3,560 3,610 3,650

16,000 3,090 3,170 3,210 3,250 3,290 3,330 3,370 3,410 3,460 3,500

15,000 2,950 3,020 3,060 3,100 3,140 3,170 3,210 3,250 3,290 3,330

14,000 2,800 2,870 2,910 2,940 2,980 3,020 3,050 3,090 3,130 3,160

13,000 2,670 2,730 2,770 2,800 2,830 2,860 2,900 2,930 2,970 3,000

37/99 38/100 40/104 43/109 44/111 44/111 44/111 44/111 117

117

115

112

109

FOR TRAINING PURPOSES ONLY

106

102

99

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-9. LANDING DISTANCE—ACTUAL (Cont) (Distance from 50 Feet Above the Runway) Flaps 35°, Dry Runway, Zero Wind, Anti-Ice On or Off Elevation = 6000 Feet Ambient Temp °C /

°F

------------------------------------------- Landing Weight (lb) -------------------------------------------

18,700 3,560 3,650 3,700 3,750 3,800 3,850 3,890 3,940 — —

18,500 3,530 3,630 3,670 3,720 3,770 3,820 3,860 3,910 3,960 —

Lndg Wght Temp Limits °C/°F

34/93

35/95

VREF (KIAS)

117

117

-10 / 14 0 / 32 5 / 41 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104

18,000 3,460 3,560 3,600 3,650 3,690 3,740 3,790 3,830 3,880 —

17,000 3,320 3,410 3,460 3,500 3,540 3,590 3,630 3,680 3,720 3,760

16,000 3,190 3,270 3,310 3,350 3,400 3,440 3,480 3,520 3,560 3,610

15,000 3,040 3,120 3,160 3,200 3,240 3,280 3,310 3,350 3,390 3,430

14,000 2,890 2,970 3,000 3,040 3,080 3,110 3,150 3,190 3,220 3,260

13,000 2,750 2,820 2,850 2,890 2,920 2,960 2,990 3,020 3,060 3,090

37/99 40/104 42/108 42/108 42/108 42/108 115

112

109

106

102

99

Elevation = 7000 Feet Ambient Temp °C /

°F

------------------------------------------- Landing Weight (lb) -------------------------------------------

18,700 3,670 3,770 3,820 3,870 3,920 3,970 4,020 4,070 — —

18,500 3,640 3,740 3,790 3,840 3,890 3,940 3,990 4,040 — —

18,000 3,570 3,670 3,720 3,770 3,810 3,860 3,910 3,960 — —

Lndg Wght Temp Limits °C/°F

31/88

32/90

33/91

VREF (KIAS)

117

117

115

-10 / 14 0 / 32 5 / 41 10 / 50 15 / 59 20 / 68 25 / 77 30 / 86 35 / 95 40 / 104

17,000 3,430 3,520 3,570 3,610 3,660 3,700 3,750 3,790 3,840 —

16,000 3,290 3,380 3,420 3,460 3,510 3,550 3,590 3,640 3,680 3,720

15,000 3,140 3,220 3,260 3,300 3,340 3,380 3,420 3,460 3,500 3,540

14,000 2,990 3,060 3,100 3,140 3,180 3,210 3,250 3,290 3,330 3,370

13,000 2,840 2,910 2,950 2,980 3,020 3,050 3,090 3,120 3,160 3,190

37/99 40/104 40/104 40/104 40/104 112

109

FOR TRAINING PURPOSES ONLY

106

102

99

PER-29

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-9. LANDING DISTANCE—ACTUAL (Cont) (Distance from 50 Feet Above the Runway) Flaps 35°, Dry Runway, Zero Wind, Anti-Ice On or Off Elevation = 8,000 Feet Ambient Temp °C /

°F

-20 / -10 / 0/ 5/ 10 / 15 / 20 / 25 / 30 / 35 /

-4 14 32 41 50 59 68 77 86 95

------------------------------------------- Landing Weight (lb) -------------------------------------------

18,700 3,680 3,790 3,890 3,940 3,990 4,050 4,100 4,150 — —

18,500 3,650 3,760 3,860 3,910 3,960 4,010 4,070 4,120 — —

18,000 3,580 3,690 3,790 3,840 3,890 3,940 3,990 4,040 4,090 —

Lndg Wght Temp Limits °C/°F

27/81

28/82

30/86

VREF (KIAS)

117

117

115

17,000 3,440 3,540 3,630 3,680 3,730 3,770 3,820 3,870 3,920 —

16,000 3,300 3,390 3,480 3,530 3,570 3,620 3,660 3,710 3,750 3,800

15,000 3,150 3,240 3,320 3,360 3,410 3,450 3,490 3,530 3,570 3,620

14,000 3,000 3,080 3,160 3,200 3,240 3,280 3,320 3,360 3,400 3,440

13,000 2,850 2,930 3,000 3,040 3,080 3,110 3,150 3,190 3,220 3,260

34/93 38/100 38/100 38/100 38/100 112

109

106

102

STALL SPEEDS Table PER-10. STALL SPEEDS Zero Angle of Bank, Landing Gear Up or Down, KCAS Stall Speeds ----------------------------------- Flap Position -----------------------------------Weight (lb)

20,200 20,000 19,000 18,000 17,000 16,000 15,000 14,000

PER-30

Land 94 93 91 89 86 84 81 79

15° 99 98 96 94 91 88 83 83

7° 102 102 99 97 94 92 86 86

FOR TRAINING PURPOSES ONLY

Up 106 105 103 100 97 95 89 89

99

CITATION XL/XLS PILOT TRAINING MANUAL

MISSION PLANNING Criteria The mission planning table (Table PER-12) provides flight time and fuel burn statistics for selected distances and altitudes. Flight time represents the time for the climb, cruise and descent portion of the mission. No allowance has been added for taxi, takeoff, approach, or ATC procedures. Fuel burn represents the total amount of fuel consumed for taxi, climb, cruise, and descent. There is a taxi and takeoff allowance of 135 pounds of fuel included in all fuel burn figures. NBAA IFR fuel reserves (100 NM) are considered in each case, but are not included in the fuel burn figure. The mission planning table reflects the cruise climb schedule of 250 knots/.65 Mach, high-speed cruise, and high-speed descent schedules. Standard day conditions are assumed with zero wind enroute. The effects of wind can be determined from the wind correction factors shown in Table PER-11. Apply the wind correction factor to the zero wind flight time and fuel burn to estimate the impact of wind. Typical cruise altitudes for various distances are: Distance (nm) 0 - 100 101 - 200 201 - 300 301 - 500 501 - 900 901 +

Typical Cruise Altitude (ft) 6,000 - 18,000 17,000 - 31,000 29,000 - 39,000 37,000 - 41,000 39,000 - 43,000 39,000 - 45,000

Table PER-11. WIND CORRECTION FACTORS Wind Correction Factors * True Airspeed (kt)

320 340 360 380 400 420 440

-------------- Headwinds (kt) --------------

100 1.45 1.42 1.38 1.36 1.33 1.31 1.29

75 1.31 1.28 1.26 1.25 1.23 1.22 1.21

50 1.18 1.17 1.16 1.15 1.14 1.13 1.13

25 1.08 1.08 1.07 1.07 1.06 1.06 1.06

--------------- Tailwinds (kt) ---------------

0 1.00 1.00 1.00 1.00 1.00 1.00 1.00

25 0.93 0.93 0.93 0.94 0.94 0.94 0.95

50 0.86 0.87 0.88 0.88 0.89 0.89 0.90

75 0.81 0.82 0.83 0.84 0.84 0.85 0.85

100 0.76 0.77 0.78 0.79 0.80 0.81 0.81

* Wind Correction Factor is calculated as KTAS divided by the sum of KTAS ± wind component

FOR TRAINING PURPOSES ONLY

PER-31

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-12. FLIGHT TIME AND FUEL BURN FOR SELECTED DISTANCES

MISSION PLANNING FLIGHT TIME & FUEL BURN ------------------------------------------------- Cruise Altitude (ft) -------------------------------------------------

15,000 Dist (nm)

Time (min)

Fuel (lb)

25,000 Time (min)

Fuel (lb)

31,000 Time (min)

Fuel (lb)

33,000 Time (min)

Fuel (lb)

35,000 Time (min)

Fuel (lb)

200

0:33 1,189

0:31 1,105

0:32 1,026

0:32 1,001

0:32

300

0:49 1,710

0:45 1,572

0:46 1,424

0:45 1,369

0:46 1,318

400

1:05 2,232

0:59 2,040

0:59 1,824

0:59 1,737

1:00 1,660

500

1:21 2,755

1:13 2,508

1:13 2,225

1:13 2,108

1:14 2,003

600

1:37 3,279

1:27 2,976

1:27 2,628

1:27 2,479

1:28 2,347

700

1:53 3,806

1:41 3,445

1:41 3,032

1:41 2,852

1:42 2,693

800

2:09 4,334

1:55 3,915

1:54 3,437

1:54 3,226

1:56 3,040

900

2:24 4,866

2:09 4,388

2:08 3,844

2:08 3,602

2:10 3,388

2:23 4,861

2:22 4,253

2:22 3,979

2:24 3,737

1,100

2:35 4,662

2:36 4,358

2:38 4,088

1,200

2:49 5,070

2:50 4,740

2:52 4,441

1,300

3:03 5,478

3:04 5,122

3:05 4,795

3:17 5,506

3:19 5,151

1,000

1,400 1,500 1,600 1,700 1,800 1,900

PER-32

978

Assumptions: • 250 KIAS / M 0.65 climb • High-speed cruise • High-speed descent • ISA, zero winds enroute • Flight time includes climb, cruise and descent • Fuel burn includes 135 pounds for taxi and takeoff • Four passengers @ 200 pounds each, two crew • NBAA IFR Reserves - 100 nm (1,210 lb) Reserves are not included in the fuel burn figures

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Table PER-12. FLIGHT TIME AND FUEL BURN FOR SELECTED DISTANCES (Cont)

FOR SELECTED DISTANCES ------------------------------------------------- Cruise Altitude (ft) -------------------------------------------------

37,000 Time (min)

0:33

Fuel (lb)

961

39,000 Time (min)

0:32

Fuel (lb)

946

41,000 Time (min)

0:32

Fuel (lb)

43,000 Time (min)

Fuel (lb)

45,000 Time (min)

Fuel (lb)

941

Dist (nm)

200

0:47 1,274

0:46 1,239

0:46 1,216

0:47 1,196

0:48 1,184

300

1:00 1,590

1:00 1,533

1:00 1,493

1:01 1,458

1:02 1,435

400

1:15 1,906

1:14 1,829

1:14 1,771

1:15 1,722

1:16 1,689

500

1:28 2,224

1:28 2,126

1:28 2,050

1:29 1,988

1:30 1,944

600

1:43 2,543

1:42 2,425

1:42 2,330

1:43 2,256

1:44 2,201

700

1:57 2,863

1:57 2,724

1:57 2,612

1:57 2,525

1:58 2,461

800

2:11 3,185

2:11 3,025

2:11 2,896

2:11 2,796

2:12 2,722

900

2:25 3,509

2:25 3,328

2:25 3,183

2:25 3,070

2:26 2,985

1,000

2:39 3,834

2:38 3,633

2:39 3,471

2:39 3,346

2:40 3,252

1,100

2:53 4,160

2:52 3,939

2:52 3,763

2:53 3,624

2:54 3,522

1,200

3:06 4,488

3:06 4,249

3:06 4,055

3:07 3,904

3:08 3,795

1,300

3:20 4,818

3:20 4,561

3:20 4,350

3:21 4,189

3:22 4,069

1,400

3:34 5,149

3:34 4,874

3:34 4,648

3:35 4,476

3:36 4,336

1,500

3:48 5,482

3:48 5,190

3:49 4,948

3:49 4,767

3:50 4,605

1,600

4:02 5,507

4:03 5,252

4:03 5,059

4:05 4,876

1,700

4:17 5,351

4:19 5,148

1,800

4:34 5,423

1,900

FOR TRAINING PURPOSES ONLY

PER-33

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Table PER-13. RANGE/PAYLOAD CAPABILITY

MISSION PLANNING RANGE / PAYLOAD CAPABILITY NBAA IFR Reserves (100 nm), ISA, Zero Wind, High-Speed Cruise 12

Number of Passengers

10

8

6

4

2

0 0

200

400

600

800

1000

1200

1400

1600

NBAA IFR Range (nautical miles)

Assumptions: 2 crew, passengers at 200 pounds each Cruise at FL 450

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FLIGHT PLANNING—EXCEL This Flight Planning guide is for the purpose of providing specific information for evaluating the performance of the Cessna Citation Excel (Model 560XL). This guide is developed from Flight Manual and Operating Manual data. This document is not intended to be used in lieu of the FAA approved Airplane Flight Manual (AFM) or Operating Manual. The data included herein does not constitute an offer and is subject to change without notice.

SPECIFICATIONS

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INTENTIONALLY LEFT BLANK

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TAKEOFF PERFORMANCE Table PER-14 shows decision, rotation and takeoff speeds for aircraft with rudder bias system installed. FAR Part 25 takeoff field lengths are shown in Tables PER-15 and PER-16. Part 25 defines takeoff distance as the greater of accelerate-stop, acceleratego with one engine inoperative, or 115% of the all engine takeoff distance to a point 35 feet above the runway. These factors are reflected in the takeoff distances presented. Second segment climb limitations are presented at the bottom of each takeoff chart for reference. Second segment climb refers to the ability of the aircraft to meet certain climb rates after takeoff with one engine inoperative. Second segment climb limitations are a function of temperature, elevation and aircraft weight. Two flap settings are shown for the aircraft: 15° and 7°. A flap setting of 15° is preferred to minimize runway length and runway speeds. In those situations where second segment climb requirements are two limiting for 15° of flaps, a 7° flap setting is available. A 7° flap setting requires greater runway length but provides greater second segment climb capability. A paved, level, dry runway with zero wind is assumed. Runway lengths shown are based on the aircraft’s anti-ice system being off. Table PER-14. DECISION, ROTATION AND TAKEOFF SAFETY SPEEDS

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Table PER-15. TAKEOFF FIELD LENGTH—15° FLAPS

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Table PER-15. TAKEOFF FIELD LENGTH—15° FLAPS (Cont)

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Table PER-15. TAKEOFF FIELD LENGTH—15° FLAPS (Cont)

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Table PER-15. TAKEOFF FIELD LENGTH—15° FLAPS (Cont)

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Table PER-15. TAKEOFF FIELD LENGTH—15° FLAPS (Cont)

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Table PER-16. TAKEOFF FIELD LENGTH—7° FLAPS

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Table PER-16. TAKEOFF FIELD LENGTH—7° FLAPS (Cont)

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Table PER-16. TAKEOFF FIELD LENGTH—7° FLAPS (Cont)

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Table PER-16. TAKEOFF FIELD LENGTH—7° FLAPS (Cont)

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Table PER-16. TAKEOFF FIELD LENGTH—7° FLAPS (Cont)

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CLIMB PERFORMANCE Two climb schedules are shown on the following pages: Maximum Rate Climb and Cruise Climb. Table PER-17 shows the indicated airspeeds at various altitudes for the various climb schedules. The Maximum Rate Climb schedule results in the minimal amount of time to reach a selected altitude (Table PER-18). The Cruise Climb schedule provides a balance between forward speed and rate of climb (Table PER-19). Each climb schedule is based on the climb starting at sea level. Weights represent the weight of the aircraft at the start of the climb. Table PER-17. CLIMB SPEEDS

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Table PER-18. MAXIMUM RATE CLIMB

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Table PER-19. 250 KNOT/.62 MACH CRUISE CLIMB

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CRUISE PERFORMANCE The High-Speed Cruise schedule is shown in Table PER-20. Table PER-20. HIGH-SPEED CRUISE

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CRUISE PERFORMANCE The Long-Range Cruise schedule is shown in Table PER-21. Table PER-21. LONG-RANGE CRUISE

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DESCENT PERFORMANCE The Normal and High-Speed Descent schedule is shown in Table PER-22. The time distance and fuel used from a given altitude is based on descending to sea level. Table PER-22. NORMAL AND HIGH SPEED DESCENT

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FUEL RESERVES

HOLDING FUEL The Holding Speed and Fuel Flow schedule is shown in Table PER-23. Table PER-23. HOLDING SPEED AND FUEL FLOW

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LANDING PERFORMANCE Landing Distance schedules are shown in Table PER-24. Stall Speed is shown in Table PER-25. Table PER-24. LANDING DISTANCE

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Table PER-24. LANDING DISTANCE (Cont)

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Table PER-24. LANDING DISTANCE (Cont)

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Table PER-24. LANDING DISTANCE (Cont)

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Table PER-24. LANDING DISTANCE (Cont)

Table PER-25. STALL SPEED

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MISSION PLANNING Criteria Wind correction factors are shown in Table PER-26. The factors are calculated as KTAS divided by the sum of KTAS ± wind component. The mission planning table (Table PER-27) provides flight time and fuel burn statistics for selected distances and altitudes. Flight time represents the time for the climb, cruise and descent portion of the mission. No allowance has been added for taxi, takeoff or approach. Fuel burn represents the total amount of fuel consumed for taxi, climb, cruise, and descent. There is a taxi allowance of 125 pounds of fuel included in all fuel burn figures. IFR fuel reserves are considered in each case, but are not included in the fuel burn figure. The mission planning table reflects a climb using the cruise climb schedule of 250 knots/.62 Mach, cruise at high speed cruise and descent using the high speed descent schedule. Standard day conditions are assumed with zero wind enroute. The effects of wind can be determined from the wind correction factors table below. Apply the wind correction factor to the zero wind flight time and fuel burn to estimate the impact of wind. Range and payload capability is shown in Table PER-28. Typical cruise altitudes for various distances are:

Table PER-26. WIND CORRECTION FACTORS

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Table PER-27. FLIGHT TIME AND FUEL BURN FOR SELECTED DISTANCES

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Table PER-27. FLIGHT TIME AND FUEL BURN FOR SELECTED DISTANCES (Cont)

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Table PER-28. RANGE/PAYLOAD CAPABILITY

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SPECIAL PROCEDURES—XLS AND EXCEL SHORT FIELD OPERATION For takeoff, taxi into position as close to the approach end as possible and apply takeoff thrust while holding the brakes. Airplane Flight Manual takeoff field length data assumes a static run-up and use of all available runway. When specified thrust is set, release the brakes. Rotate smoothly right at V R as a delay will result in degradation of takeoff performance. Retract the gear when positively climbing and climb at V 2 (V 2 + 10 KIAS multiengine) with T.O. (7°) or T.O. & APPR. (15°) flaps until clear of any obstacles. Landing field length data in the FAA approved Airplane Flight Manual assumes a steady 3° approach angle and a threshold crossing speed of V REF at an altitude of 50 feet, with thrust reduced to idle at that point. In practice, it is suggested that for minimum field operations the threshold be crossed at a comfortable obstacle clearance altitude allowing some deceleration to take place approaching the runway. Touchdown should occur with maximum available runway remaining at minimum safe speed. The energy to be dissipated during rollout is directly related to airplane weight and velocity at touchdown. Although weight is normally dictated by cabin loading and reserves required, flight planning into short fields should include avoiding carrying excess weight in stored fuel. This consideration offers the side benefit of improved enroute performance. Velocity is something that can be controlled in nearly every case. Precise speed control is important in the short field environment. A 1% increase in speed will require approximately 2% more rollout distance. Excessive speed and late throttle reduction will also increase “float” prior to touchdown. In general, short field landings are accomplished the same as normal landings except for heavier braking and closer attention to touchdown point and speed. A stabilized approach at V REF provides the best possible starting point because any corrections necessary will be small. Establish a glide angle that will safely clear any obstacles and result in touchdown as comfortably close to the approach end as feasible. Avoid a very flat approach as they generally result in excessive power being required in close and the vertical gust protection margin is reduced. At approximately 50 feet AGL, power reduction is normally begun to cross the threshold at a speed not in excess of V REF . Check the throttles at idle and avoid an excessive flare that may cause the airplane to float. Deceleration will take place much more rapidly on the runway than it will airborne. If thrust reversers are not used, extend the speed brakes while lowering the nose and commence braking with steady maximum pressure. Once braking has begun, back pressure on the yoke will create elevator drag without affecting weight on the gear provided the nosewheel is not lifted off the runway. For landings utilizing thrust reversers, after touchdown on the mains, lower the nose, extend speed brakes, and deploy the thrust reversers. Forward pressure on the yoke should be applied during reverser deployment. Check illumination of the ARM, UNLOCK and DEPLOY lights. Once the thrust reversers

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are deployed, apply maximum reverse thrust power. Once braking has begun and maximum reverse power is reached, back pressure on the yoke will provide additional weight on the main gear provided the nose is not raised. At 60 KIAS return the thrust reverser levers to the idle reverse detent position. Leave the thrust reversers deployed for aerodynamic drag and idle reverse power.

ADVERSE FIELD CONDITIONS The Airplane Flight Manual presents takeoff field length data for dry, wet, and hard surface runways. The AFM landing data assumes a dry, hard surface runway. Precipitation-covered runway conditions will degrade braking effectiveness and will require significantly greater actual takeoff and landing field lengths. Considerations for landing on a precipitation-covered runway are similar to those for short field operations where speed is minimized and maximum rollout distance is made available. Runway composition, condition and construction, the amount of precipitation and the depth of main landing gear tire tread remaining affect the magnitude of braking degradation, so it is impossible to apply a fixed factor to cover all conditions. Again, maximizing rollout runway available and touching down at minimum safe speed will provide the greatest possible margin. Use of the thrust reversers on precipitation-covered runways is the same as that for a landing on a normal or dry runway. Cockpit visibility is not hampered by blowing rain, snow, or ice thrown forward by the thrust reversers except at low speed with idle reverse. Single-engine reversing during crosswind landings on precipitation-covered runways should be used with discretion. Precipitation-covered and icy runways present particular hazards which must be understood in order to achieve effective braking. Under normal braking conditions the antiskid system is very effective in preventing skids and in producing minimum stopping distances, with the pilot applying and maintaining steady maximum pressure. However, on a precipitation- or ice-covered runway, the phenomenon of dynamic hydroplaning may greatly reduce the antiskid effectiveness, because the wheels either do not spin up equally or do not spin up to the antiskid threshold speed. It is important to maintain properly inflated tires with good tread depth, and because groundspeed is critical, to avoid tailwinds when operating in these conditions. When braking on precipitation-covered runways, ensure the wheels are down and tracking prior to applying brakes. This will give the wheels time to spin up. Ensure maximum weight is on the wheels, i.e., deploy speed brakes and retract flaps. If runway permits, utilize maximum aerodynamic braking and thrust reversers to slow the airplane prior to braking. When braking is commenced, gradually apply steady pressure until antiskid cycling begins. As long as the antiskid is cycling, maintain the pressure. If long antiskid pressure dumps occur due to hydroplaning, release the brakes to allow the wheels to spin up again and then gradually reapply pressure until antiskid cycling resumes. After landing on ice or slush, a complete check of the airplane, including overboard vents and controls surfaces, should be conducted.

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ENGINE ANTI-ICE The importance of proper system use cannot be overemphasized as serious engine damage can result from ice ingestion. Its function is preventative in nature and flight into visible moisture, with an outside air temperature below +10°C indicated RAT should be anticipated, so the system is on and operating when icing conditions are encountered. Turning it on, after ice has accumulated, could result in ice from the inlet being freed and ingested by the engine. Bleed air anti-icing of the engine inlet alone is available at idle power and above; however, approximately 70 % N 2 rpm is required to maintain the ENG ANTI-ICE annunciator extinguished when operated in conjunction with WING ANTI-ICE. In descent, it should be turned on well before entering an icing environment to ensure sufficient time is available for all system parameters to be met. Engine icing may occur before ice formation is observed on the wings, therefore, surface icing should not be used to verify possible engine icing. The ENGINE ANTI-ICE system must be operated any time the airplane is operated in visible moisture below +10°C indicated ram air temperature (RAT) or when airframe icing is occurring. Refer to Section II of the Airplane Operating Manual and/or Chapter 10 of the FSI Pilot Training Manual (PTM), Vol. 2, for an explanation of the ice protection systems.

NOTE If ambient temperature is approximately 15°C or warmer, the ENG ANTI-ICE L/R annunciators may not illuminate when anti-ice is selected ON. To ensure that bleed air is flowing to the engine inlet, the crew should observe a momentary small decrease in N 2 when ENGINE ON is selected. During sustained ground operations in freezing precipitation the engines should be operated for 15 seconds out of every 4 minutes at 60% N 2 or above to preclude ice forming on engine probes or internal components.

CAUTION During sustained ground operations in freezing conditions, if the engines are operated at idle, ice may form on engine probes and internal components. This may cause engine vibration and erroneous RAT indications. By increasing the engine speed to 60% N 2 or higher, the engine vibration will be eliminated and the RAT indication will read correctly. The pilot should accomplish this procedure prior to reading RAT to compute takeoff N 1 settings.

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PASSENGER COMFORT Passenger comfort can be broadly delineated into two categories of environmental/pressurization and pilot technique. Some pointers are as follows: • When parked in daylight in hot weather, it is suggested the cabin window shades be closed to reduce solar heat transfer. An optional exterior windshield cover performs the same function for the cockpit, and is very effective. • The interior temperature can be controlled on the ground by use of the vapor-cycle air conditioning (operating from generator or GPU power) and/or air-cycle machine. In flight, the vapor-cycle air-conditioning system can be used up to 18,000 feet to augment ACM cooling capabilities (if installed). Refer to Section II of the Airplane Operating Manual, Environmental and Temperature Control and/or Chapter 11 of the FSI PTM, Vol. 2, for a complete description and operation of system components. • To warm the interior, a combination of hot engine bleed air is mixed with cold air from the air-cycle machine. This temperature can be controlled through a wide range of settings. Refer to Section II of the Airplane Operating Manual, Environmental and Temperature Control, and/or Chapter 11 of the FSI PTM, Vol. 2, for a complete description and operation of the system components. • Increasing or decreasing engine bleed air extraction can cause a slight momentary bump in cabin pressure. Always check power stabilized at idle when changing the PRESS SOURCE SELECT on the ground. • The abbreviated checklist is designed to enable the cockpit crew to perform all prestart functions in advance. This permits items such as the warning test to be completed before cabin crew and passenger boarding, and accelerates the ramp departure without compromising safety or thoroughness. • Leaving the chocks, brake checks can be done lightly and smoothly. If heavy braking is required on landing roll, using up elevator to create drag also counters the nose down pitching moment, so that deceleration feel in the cabin is less abrupt. Do not apply excessive back pressure, as weight may be lifted from the main wheels, decreasing braking effectiveness and increasing the possibility of a blown tire. • Utilizing proper pressurization system procedures, coupled with a thorough understanding of the automatic controller and indicators greatly simplifies operation. Optimum system performance, in terms of passenger comfort, is best achieved by proper selection of landing field elevation and by not making power changes simultaneously. • Although it is not mandatory, use of the yaw damper is recommended when hand flying the airplane. It reduces pilot rudder input required and the airplane rides better in rough air. The yaw damper must be off for takeoff and landing.

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• Power management has an impact on cabin comfort and changes should be made smoothly and symmetrically. An approximate estimate of synchronization can be made by observing the rpm gages, and exact adjustments made audibly or with the engine synchronizer. Although the higher pitched turbine sound is generally more noticeable in the cockpit, the lower, fan out-of-synchronization sound is usually more pronounced in the area of the rear seats. • Good crew coordination and smooth operation of controls and systems serves the best interests of safety, economy, and passenger comfort.

BIRD INGESTION PRECAUTIONS Studies have indicated that bird strikes are more likely to occur from the surface to approximately 4,000 feet AGL. As a precaution against engine flameout due to bird ingestion, it is recommended that the engine ignitors be ON when flying at or below 4,000 feet AGL, or anytime the crew has reason to suspect that the potential for a bird strike exists.

TURBULENT AIR PENETRATION Flight through severe turbulence should be avoided if possible. The following procedures are recommended for flight in severe turbulence. 1.

Ignition................................................................................................... ON

2.

Airspeed ....................... Approximately 180 KIAS (do not chase airspeed)

3.

Maintain a constant attitude without chasing the altitude. Avoid sudden large control movements.

4.

Operation of autopilot is recommended using basic pitch and lateral mode only.

COLD WEATHER OPERATION Operation of the airplane has been demonstrated after prolonged exposure to ground ambient temperature of –40°C (–40°F). This was the minimum temperature achieved in cold weather testing. The operational procedures in this section are recommended for operations where prolonged exposure to temperatures below –10°C (+14°F) is anticipated or has occurred. 1.

If the aircraft has been cold soaked at temperatures below –10°C (+14°F) it is recommended the battery and crew oxygen masks be removed and stored at a temperature above –10°C (+14°F). If the battery has been cold soaked at temperatures below –10°C (+14°F), battery warmup to at least –10°C (+14°F) is required. This temperature may be checked with the battery temperature gage. Proper battery warmup may require extended application of heat to the battery.

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2.

The use of engine preheat should not be required at temperatures down to –40°C (–40°F). However, it should be verified after engine start and before flight there are no visible oil leaks.

3.

The avionics may require warmup after cold soak. This may require as long as 30 minutes. All avionics must be operating properly before flight as indicated by the following: a. RAT indication stable and correct. b. Standby Flight Display aligned and indicating correctly. c. PFDs and MFD including air data displays indicating correctly. d. FMS CDUs and Radio Management Units (RMUs) indicating and operating correctly with no visible waviness or distortion. e. Audio reception is available on all applicable avionics.

4.

After 2 hours or longer exposure to ambient temperature of –10°C (+14°F) or colder, cabin temperature must be held at or above +10°C (+50°F) for a minimum of 15 minutes prior to takeoff. This temperature ensures proper deployment and operation of the passenger oxygen masks. Cabin temperature can be determined by the CAB TEMP indicator or a handheld thermometer. This can be accomplished by taxiing the airplane to a suitable area and increasing power above idle (approximately ≥65% N2) to obtain duct supply temperatures of approximately 200°F.

Engine preheating is best accomplished by installing the engine covers and directing hot air through the oil filler access door. A heater hose can be placed in the tail cone with the door propped as far closed as possible to minimize heat loss. With sufficient hose length, the cabin and cockpit area can be warmed through the pilot’s side window. The W/S TEMP annunciator may not test after cold soak at extremely cold temperatures. If this occurs, repeat the test after the cabin has warmed up. The test must be completed prior to flight. If a start is attempted and the starter will not motor to 8% N 2 minimum, terminate the start sequence. Advancing the throttle to idle below 8% N 2 can be damaging to the engine and battery. Battery voltage below 11 volts after the start button is pressed indicates a potential for an unsuccessful start. Do not set the parking brake if the anticipated cold soak temperature is -15°C (5°F) or below. Maximum heat from the air-conditioning system is obtained with the right engine operating and the PRESS SOURCE SELECT in NORM. Switching the temperature control selector to MANUAL, and selecting MANUAL HOT for 10 seconds, ensures the temperature mixing valve is in the full hot position. Turning on the CKPT RECIRC fan to HI will increase air circulation in the cockpit. Operating the right engine above idle rpm increases temperature and airflow.

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Utilizing APU bleed air, if equipped, will heat the interior much quicker than engine bleed on the ground. Because the airplane utilizes two separate controls for the cockpit and the cabin, comfortable temperature ranges can be obtained at both locations. Separate zone sensors for both the cockpit and cabin ensure accurate readings throughout the comfort range. Use of MANUAL mode of the AUTO TEMP SELECT should be restricted to below 31,000 feet altitude in order to prevent possible overheating of the air cycle machine, which would result in automatic actuation of the emergency pressurization system. Operating in extremely cold temperatures reduces the solubility and super cools any water particles in the fuel, increasing the possibility of fuel system icing. The five tank, and one fuel filter drains under each wing should be drained frequently and thoroughly. It is possible for water to settle in the sump and freeze, blocking the drain, in which case heat should be applied until fuel flows freely. Maintain heat after flow begins to ensure all particles have melted and collect the drainage in a clear, clean container to inspect for water globules.

GROUND DEICE/ANTI-ICE OPERATIONS Ground deicing/anti-icing procedures are contained in the Airplane Operating Manual, Section IV, OPERATING INFORMATION, or the Airplane Flight Manual (AFM), Section VII, ADVISORY INFORMATION.

SERVICING—XLS AND EXCEL FUEL A variety of fuels can be used in the airplane. Commercial kerosene Jet-A, Jet A-1, JET-B, JET-3, JP-4, JP-5 and JP-8 are approved fuels. Ethylene glycol monomethyl ether (EGME) and diethylene glycol monomethyl ether (DIEGME) are approved for use but are not required.

Procedure For Adding Ethylene Glycol Monomethyl Ether (EGME) Fuel Additive Use the following procedure to blend anti-icing additive as the airplane is being refueled through the wing filler caps: 1.

Attach MIL-I-27686 additive to refuel nozzle, making sure blender tube discharges in the refueling stream.

2.

Start refueling while simultaneously fully depressing and slipping ring over trigger of blender.

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WARNING Anti-icing additives containing ethylene glycol monomethyl ether (EGME) are harmful if inhaled, swallowed, or absorbed through the skin, and will cause eye irritation. Also, it is combustible. Before using this material, refer to all safety information on the container.

CAUTION Assure the additive is directed into the flowing fuel stream and the additive flow is started after the fuel flow starts and is stopped before fuel flow stops. Do not allow concentrated additive to contact coated interior of fuel tank or airplane painted surface. Use not less than 20 fluid ounces of additive per 156 gallons of fuel or more than 20 fluid ounces of additive per 104 gallons of fuel.

Procedure For Adding DIethylene Glycol Monomethyl Ether (DIEGME) Fuel Additive NOTE Service experience has shown that DIEGME has provided acceptable protection from bacterial growth in fuel systems. Use the following procedure to blend anti-icing additive as the airplane is being refueled through the wing filler caps: 1.

Attach MIL-I-85470 additive to refuel nozzle, making sure blender tube discharges in the refueling stream.

2.

Start refueling while simultaneously fully depressing and slipping ring over trigger of blender.

CAUTION Diethylene glycol monomethyl ether (DIEGME) is slightly toxic if swallowed and may cause eye redness, swelling and irritation. Also, it is combustible. Before using this material, refer to all safety information on the container. Assure the additive is directed into the flowing fuel stream with the additive flow started after the fuel flow starts and stopped before fuel flow stops. Do not allow concentrated additive to contact coated interior of fuel tank or airplane painted surface. PER-72

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Use not less than 20 fluid ounces of additive per 156 gallons of fuel or more than 20 fluid ounces of additive per 104 gallons of fuel.

Procedure For Checking Fuel Additives 1.

Prolonged storage of the airplane will result in a water buildup in the fuel which “leaches out” the additive. An indication of this is when an excessive amount of water accumulates in the fuel tank sumps. The concentration can be checked using an anti-icing additive concentration test kit available from Cessna Aircraft Company, Citation Marketing Division, Wichita, KS 67277. It is imperative that the instructions for the test kit be followed explicitly when checking the additive concentration. The concentrations by volume for the EGME/DIEGME shall be 0.10 percent minimum and 0.15 percent maximum, either individually or mixed in a common tank. Fuel, when added to the tank, should have a minimum concentration of 0.10 percent by volume.

OIL Each engine oil tank has an oil filler neck with cap assembly and sight indicator. Oil is added to each engine directly through the filler neck and quantity is measured at the sight indicator in U.S. quarts. An accurate check of oil quantity can only be made when the engine is hot, and should be accomplished 10 minutes after engine shutdown.

CAUTION Persons who handle engine oil are advised to minimize skin contact with used oil, and promptly remove any used oil from their skin. A laboratory study, while not conclusive, found substances which may cause cancer in humans. Thoroughly wash used oil off skin as soon as possible with soap and water. Do not use kerosene, thinners or solvents to remove used engine oil. If waterless hand cleaner is used, always apply skin cream after using. BRITISH PETROLEUM 2380, CASTROL 5000, AEROSHELL TURBINE OIL 500, AEROSHELL TURBINE OIL 560, ROYCO TURBINE OIL 500, MOBIL JET OIL 254 and MOBIL JET OIL II are all approved oils. Normally different brands of oil should not be mixed; however, if oil replenishment is required, and oil of the same brand as tank contents is not available, follow procedures set forth in Section I of the Operating Manual under APPROVED OILS. The type of oil used in each airplane is noted in the engine logbook, as well as on a placard inside the filler access door. The latest revision of Pratt and Whitney Canada, Inc. Service Bulletin 7001 may also be consulted for approved oils.

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CAUTION When changing from an existing lubricant formulation to a “third generation” lubricant formulation (Aeroshell Turbine Oil 560 or Mobil Jet 254), the engine manufacturer strongly recommends that such a change should only be made when an engine is new or freshly overhauled. For additional information on use of third generation oils, refer to the engine manufacturer’s pertinent oil service bulletins.

HYDRAULIC Servicing the main hydraulic reservoir requires equipment capable of delivering hydraulic fluid under pressure and is normally performed by maintenance personnel. The reservoir should be serviced with one of the approved fluids: SKYDROL 500 B-4, or LD-4, LD-5; or Hyjet IVA Plus only. The hydraulic brake reservoir can be serviced by removing the left nose compartment lower liner to allow access to the brake reservoir. The filler plug can then be removed and the reservoir filled to within one-half inch of the opening. The brake reservoir should be serviced with one of the approved fluids, SKYDROL 500B or equivalent.

OXYGEN The oxygen filler valve is located just inside the access door in the right forward avionics compartment, near the aft end of the compartment. Oxygen servicing should be done by maintenance personnel using breathing oxygen conforming to MIL-O-27210, Type 1. Refer to the cockpit gage while servicing to prevent overfill. Oxygen pressure will vary with ambient temperature. In very cold ambient temperatures, the oxygen pressure indication may appear low, but may, in actuality, be appropriate for the temperature condition.

NOTE Refer to Chapter 12 of the Airplane Maintenance Manual, Oxygen Service Requirements, Pressure Variations Chart.

FIRE BOTTLES Under-serviced fire bottles must be exchanged by authorized maintenance facilities.

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LANDING GEAR AND BRAKES PNEUMATIC SYSTEM The emergency gear and brake bottle should be serviced when the pressure gage reads below 1,800 psi. Maintenance personnel should perform the servicing with high pressure nitrogen and refill the bottle to 2,050 psi. Servicing is accomplished through a charging valve on the bottle pressure gage.

TIRES Main gear tire pressures should be maintained at 210 psi and nose tire at 130 psi. Since tire pressure will decrease as the temperature drops, a slight over inflation can be used to compensate for cold weather. Main tires inflated at 21°C should be overinflated 1.5 psi for each 6°C drop in temperature anticipated at the coldest airport of operation. Nose tires at 21°C should be overinflated only 0.5 PSI for each 6°C anticipated drop in temperature. Worn tires and underinflated tires both contribute to lowering the speed at which hydroplaning occurs on precipitation covered runways. Refer to Adverse Field Conditions in this section for a discussion of hydroplaning.

TOILET The airplane may be equipped with either a carry out flush toilet or an externally serviceable flush toilet. Both types require servicing when the liquid level becomes too low or when the liquid appears to have incorrect chemical balance. Instructions for servicing the toilets are found in Chapter 12 of the Airplane Maintenance Manual.

AIRPLANE CLEANING AND CARE Painted Surfaces The exterior of a new airplane is painted with a polyurethane two-component topcoat which, unlike early coatings, does not require exposure to air for complete cure to occur. The care required by the finish will not change as the paint ages. The finish should be cleaned only by washing with clean water and mild soap, followed by rinse water and drying with a soft cloth or chamois. Minimize flying through rain, hail or sleet for a few weeks to protect the new paint. To help prevent development of corrosion, particularly filiform corrosion, the airplane should be spray-washed at least every two or three weeks (especially in warm, damp, and salty environments) and waxed with a good grade of water repellent wax to help keep water from accumulating in skin joints and around countersinks. A heavier coating of wax on the leading edge, on the vertical tail and on the engine nose cones helps reduce abrasions encountered in these areas.

FOR TRAINING PURPOSES ONLY

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Polyurethane topcoats are designed with UV inhibitors to slow the degradation caused by exposure. The inhibitors concentrate near the surface of the coating during the initial stages of cure. Care must be taken during any buffing, polishing, or power waxing so this surface layer is disturbed only to the smallest extent necessary. However, with special care, buffing, polishing, and power waxing is acceptable. Wax products containing silicones should be avoided as they contribute to buildup of P-static, especially if the surface is well buffed to produce a shine.

DEICE BOOTS The deice boots on the horizontal stabilizer leading edges have a special electrically-conductive coating to bleed off static charges which cause radio interference and may perforate the boots. Servicing operations should be done carefully, to avoid damaging this conductive coating or tearing the boots. To prolong the life of surface deice boots, they should be washed and serviced on a regular basis. Keep the boots clean and free from oil, grease and other solvents which cause rubber to swell and deteriorate. Clean the boots with mild soap and water, then rinse thoroughly with clean water. Outlined below are the recommended cleaning and servicing procedures.

CAUTION Use only the following instructions when cleaning boots. Disregard instructions which recommend Petroleum-based liquids (methylethylketone, nonleaded gasoline, etc.) which can harm the boot material.

NOTE Isopropyl alcohol can be used to remove grime which cannot be removed using soap. If isopropyl alcohol is used for cleaning, wash area with mild soap and water, then rinse thoroughly with clean water. To improve the service life of the boots and to reduce the adhesion of ice, it is recommended that the deice boots be treated with AGE MASTER No. 1 or ICEX. AGE MASTER No. 1, used to protect the rubber against deterioration from ozone, sunlight, weathering, oxidation and pollution, and ICEX, used to help retard ice adhesion and for keeping deice boots looking new longer, are both products of, and recommended by, B.F. Goodrich. The application of both AGE MASTER No. 1 and ICEX should be in accordance with the manufacturer’s recommended directions as outlined on the containers.

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FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

CAUTION Protect adjacent areas, clothing, and use plastic or rubber gloves during applications, as Age Master No. 1 stains and ICEX contains silicone which makes paint touchup almost impossible. Ensure the manufacturer’s warnings and cautions are adhered to when using Age Master No. 1 and ICEX. If a high gloss finish is desired on the deice boots, AKROSEAL coating (available from Huber Janitorial Supplies, 114 North St. Francis Street, Wichita, Ks, 67202) may be used in lieu of AGE MASTER NO. 1 and/or ICEX. Preparation for application of ACROSEAL is the same as required for AGE MASTER NO. 1 and ICEX. Apply a thin layer of ACROSEAL on the clean and dry surface of the deice boot with a cloth swab. Let dry thoroughly and hand buff with a soft cloth. Small tears and abrasions can be repaired temporarily without removing the boots and the conductive coating can be renewed.

ENGINES The engine compartments should be cleaned using a suitable solvent. Most efficient cleaning is done using a spray-type cleaner. Before spray cleaning, ensure protection is afforded for other components which may be adversely affected by the solvent. Refer to the Airplane Maintenance Manual for proper lubrication of components after engine cleaning.

INTERIOR CARE To remove dust and loose dirt from the upholstery, headliner and carpet, clean the interior regularly with a vacuum cleaner. Blot any spilled liquid promptly with cleansing tissue or rags. Do not pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is absorbed. Scrape off sticky materials with a dull knife, then spot clean the area. Oily spots may be cleaned with household spot removers, used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing material.

FOR TRAINING PURPOSES ONLY

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WARNING Use all cleaning agents in accordance with the manufacturer’s recommendations. The use of toxic or flammable cleaning agents is discouraged. If these cleaning agents are used, ensure adequate ventilation is provided to prevent harm to the user and/or damage to the airplane. Soiled upholstery and carpet may be cleaned with foam-type detergent, used according to the manufacturer’s instructions. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner. The plastic trim, instrument panel and control knobs need only be wiped with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with kerosene. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and craze the plastic.

WINDOWS AND WINDSHIELDS The glass windshields and forward (fixed) cockpit side windows, and the acrylic aft (openable) cockpit windows, and the cabin windows should be kept clean at all times. Recommended products and materials for washing and protecting the windows and windshields are listed in Chapter 12 of the Airplane Maintenance Manual. The acrylic windows should be kept clean and waxed at all times. To prevent scratches and crazing, wash them carefully with plenty of soap and water, using the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be used, but only to carry water to the surface. Rinse thoroughly, then dry with a clean, moist chamois. Rubbing the surface of the plastic with a dry cloth builds up an electrostatic charge which attracts dust particles in the air. Wiping with a moist chamois will remove both the dust and this charge. Remove oil and grease with a cloth moistened with kerosene. Never use gasoline, benzine, acetone, carbon tetrachloride, fire extinguisher fluid, lacquer thinner or glass cleaner. These materials will soften the acrylic and may cause it to craze. After removing dirt and grease, if the surface is not badly scratched, it should be waxed with a good grade of commercial wax. The wax will fill in minor scratches and help prevent further scratching. Apply a thin, even coat of wax and bring it to a high polish by rubbing lightly with a clean, dry soft flannel cloth. If the surface is badly scratched, refer to the Airplane Maintenance Manual for approved repairs. Do not use a canvas cover on the windshield, unless freezing rain or sleet is anticipated. Canvas covers may scratch the acrylic surface.

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OXYGEN MASKS The crew masks are permanent-type masks which contain a microphone for radio transmissions. The passenger masks are oro-nasal type which forms around the mouth and nose area. All masks can be cleaned with alcohol. Do not allow solution to enter microphone or electrical connections. Apply talcum powder to external surfaces of passenger mask rubber face-piece.

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CREW RESOURCE MANAGEMENT CONTENTS CREW RESOURCE MANAGEMENT......................................... CREW CONCEPT BRIEFING GUIDE ........................................ Introduction .......................................................................... Common Terms .................................................................... Pretakeoff Briefing (IFR/VFR) ............................................ Crew Coordination Approach Sequence ..............................

FOR TRAINING PURPOSES ONLY

Page CRM-1 CRM-5 CRM-5 CRM-5 CRM-5 CRM-6

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ILLUSTRATIONS Figure CRM-1 CRM-2 CRM-3 CRM-4 CRM-5

Title Situational Awareness in the Cockpit ........................ Command and Leadership ........................................ Communication Process............................................ Decision Making Process .......................................... Crew Performance Standards ....................................

FOR TRAINING PURPOSES ONLY

Page CRM-1 CRM-1 CRM-2 CRM-2 CRM-3

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CREW RESOURCE MANAGEMENT

CAPTAIN INDIVIDUAL S/A

REMEMBER

COPILOT INDIVIDUAL S/A

2+2=2 — OR — 2+2=5 (SYNERGY)

GROUP S/A

IT'S UP TO YOU! CLUES TO IDENTIFYING:

HUMAN

OPERATIONAL

• Loss of Situational Awareness • Links in the Error Chain 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

FAILURE TO MEET TARGETS UNDOCUMENTED PROCEDURE DEPARTURE FROM SOP VIOLATING MINIMUMS OR LIMITATIONS NO ONE FLYING AIRPLANE NO ONE LOOKING OUT WINDOW COMMUNICATIONS AMBIGUITY UNRESOLVED DISCREPANCIES PREOCCUPATION OR DISTRACTION CONFUSION OR EMPTY FEELING

Figure CRM-1. Situational Awareness in the Cockpit

LEADERSHIP STYLES AUTHORITARIAN LEADERSHIP STYLE

AUTOCRACTIC STYLE (EXTREME)

DEMOCRATIC LEADERSHIP STYLE

LAISSEZFAIRE STYLE (EXTREME)

PARTICIPATION LOW COMMAND

— — LEADERSHIP — —

HIGH

Designated by Organization Cannot be Shared Shared Among Crewmembers Focuses on "What's Right," not "Who's Right"

Figure CRM-2. Command and Leadership

FOR TRAINING PURPOSES ONLY

CRM-1

CITATION XL/XLS PILOT TRAINING MANUAL

INTERNAL BARRIERS

NEED

EXTERNAL BARRIERS

SEND

INTERNAL BARRIERS

RECEIVE

OPERATIONAL GOAL

THINK: • Solicit and give feedback • Listen carefully • Focus on behavior, not people • Maintain focus on the goal • Verify operational outcome is achieved

FEEDBACK ADVOCACY: To increase other's S/A

INQUIRY: To increase your own S/A

• State Position

• Decide What, Whom, How to ask

• Suggest Solutions

• Ask Clear, Concise Questions

• Be Persistent and Focused

• Relate Concerns Accurately

• Listen Carefully

• Draw Conclusions from Valid Information • Keep an Open Mind

— REMEMBER — Questions enhance communication flow. Do not give in to the temptation to ask questions when advocacy is required. Use of advocacy or inquiry should raise a "red flag."

Figure CRM-3. Communication Process

EVALUATE RESULT

IMPLEMENT RESPONSE

RECOGNIZE NEED

HINTS: • Identify the problem: • Communicate it • Achieve agreement • Obtain commitment

IDENTIFY AND DEFINE PROBLEM

• Consider appropriate SOPs

COLLECT FACTS

• Make decisions as a result of the process

IDENTIFY SELECT A ALTERNATIVES RESPONSE WEIGH IMPACT OF ALTERNATIVES

• Think beyond the obvious alternatives

• Resist the temptation to make an immediate decision and then support it with facts.

Figure CRM-4. Decision Making Process

CRM-2

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

SITUATIONAL AWARENESS a.

Accomplishes appropriate preflight planning.

b.

Sets and monitors targets.

c.

Stays ahead of the aircraft by preparing for expected or contingency situations.

d.

Monitors weather, aircraft systems, instruments, and ATC communications.

e.

Shares relevant information with the rest of the crew.

f.

Uses advocacy/inquiry to maintain/regain situational awareness.

g.

Recognizes error chain clues and takes actions to break links in the chain.

h.

Communicates objectives and gains agreement when appropriate.

i.

Uses effective listening techniques to maintain/regain situational awareness.

STRESS a.

Recognizes symptoms of stress in self and others.

b.

Maintains composure, calmness, and rational decision making under stress.

c.

Adaptable to stressful situations/personalities.

d.

Uses stress management techniques to reduce effects of stress.

e.

Maintains open, clear lines of communications when under stress.

COMMUNICATION a.

Establishes open environment for interactive communication.

b.

Conducts adequate briefings to convey required information.

c.

Recognizes and works to overcome barriers to communications.

d.

Operational decisions are clearly stated to other crewmembers and acknowledged.

e.

Crewmembers are encouraged to state their own ideas, opinions, and recommendations.

f.

Crewmembers are encouraged to ask questions regarding crew actions.

g.

Assignments of blame is avoided. Focuses on WHAT is right, and not WHO is right.

h.

Keeps feedback loop active until operational goal/decision is achieved.

i.

Conducts debriefings to correct substandard/inappropriate performance and to reinforce desired performance.

Figure CRM-5. Crew Performance Standards (Sheet 1 of 2)

FOR TRAINING PURPOSES ONLY

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CITATION XL/XLS PILOT TRAINING MANUAL

SYNERGY AND CREW CONCEPT a.

Ensures that group climate is appropriate to operational situation.

b.

Coordinates flight crew activities to achieve optimum performance.

c.

Uses effective team building techniques.

d.

Demonstrates effective leadership and motivation techniques.

e.

Uses all available resources.

f.

Adapt leadership style to meet operational and human requirements.

WORKLOAD MANAGEMENT a.

Communicates crew duties and receives acknowledgement.

b.

Sets priorities for crew activities.

c.

Recognizes and reports overloads in self and in others.

d.

Eliminates distractions in high workload situations.

e.

Maintains receptive attitude during high workload situations.

f.

Uses other crewmember.

g.

Avoids being a "one man show."

DECISION MAKING a.

Anticipates problems in advance.

b.

Uses SOPs in decision making process.

c.

Seeks information from all available resources when appropriate.

d.

Avoids biasing source of information.

e.

Considers and weighs impact of alternatives.

f.

Selects appropriate courses of action in a timely manner.

g.

Evaluates outcome and adjusts/reprioritizes.

h.

Recognizes stress factors when making decisions and adjusts accordingly.

i.

Avoids making a decision and then going in search of facts that support it.

ADVANCED/AUTOMATED COCKPITS a.

Follows automation related SOPs.

b.

Specifies pilot and copilot duties and responsibilities with regard to automation.

c.

Verbalizes and acknowledges entries and changes in flight operation.

d.

Verifies status and programming of automation.

e.

Selects appropriate levels of automation.

f.

Programs automation well in advance of maneuvers.

g.

Recognizes automation failure/invalid output indications.

Figure CRM-5 Crew Performance Standards (Sheet 2 of 2)

CRM-4

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CITATION XL/XLS PILOT TRAINING MANUAL

CREW CONCEPT BRIEFING GUIDE INTRODUCTION Experience has shown that adherence to SOPs helps to enhance individual and crew cockpit situational awareness and will allow a higher performance level to be attained. Our objective is for standards to be agreed upon prior to flight and then adhered to, such that maximum crew performance is achieved. These procedures are not intended to supersede any individual company SOP, but rather are examples of good operating practices. See Maneuvers and Procedures chapter for call-outs.

COMMON TERMS PIC

Pilot in Command Designated by the company for flights requiring more than one pilot. Responsible for conduct and safety of the flight. Designates pilot flying and pilot not flying duties.

PF

Pilot Flying Controls the airplane with respect to assigned runway, course, altitude, airspeed, etc., during normal and emergency conditions. Accomplishes other tasks as directed by the PIC.

PNF

Pilot Not Flying Maintains ATC communications, copies clearances, accomplishes checklists and other tasks as directed by the PIC.

B

Both

PRETAKEOFF BRIEFING (IFR/VFR) NOTE The following briefing is to be completed during item 1 of the Pretakeoff checklist. The PF will accomplish the briefing. Pilot flying will review at a minimum: 1.

Runway (direction and condition)

2.

SID/DP/STAR/FMSP/IAP

3.

Power settings, speeds

4.

Abnormal/emergency procedures prior to and after decision speed

FOR TRAINING PURPOSES ONLY

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CITATION XL/XLS PILOT TRAINING MANUAL

5.

Emergency return intentions

6.

Instrument approach procedure: FAF, FAF altitude, initial rate of descent, DA/DH/MDA, time to missed approach point (if required), missed approach procedure

7.

Crewmember responsibilities during takeoff/DP and approach/landing

8.

Ask for and clarify questions regarding the briefing

CREW COORDINATION APPROACH SEQUENCE During the Approach Checklist, the PF transfers aircraft control and briefs the crew coordination approach sequence. This should be completed as early as possible, prior to initiating an IFR approach (prior to the FAF). See Maneuvers and Procedures section for call-outs.

CRM-6

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

SYSTEMS REVIEW—EXCEL CONTENTS Page SQUAT SWITCH INPUTS............................................................. SRE-1 EMERGENCY BUS CONDITION................................................ SRE-2 LIGHTING ..................................................................................... SRE-3 Cockpit Panel Lights ............................................................. SRE-3 Cockpit Overhead Lights....................................................... SRE-3 Cabin Lighting....................................................................... SRE-4 Emergency Lighting (EMER LTS)........................................ SRE-6 Exterior Lights....................................................................... SRE-7 Tail Cone Compartment lights .............................................. SRE-8 Pulselite system (Optional) ................................................... SRE-8 ELECTRICAL SYSTEM ............................................................... SRE-8 POWERPLANT............................................................................ SRE-16 Ignition ................................................................................ SRE-18 FIRE PROTECTION .................................................................... SRE-19 Sensing Loops and Control Units ....................................... SRE-19 Operation............................................................................. SRE-20 FUEL ............................................................................................ SRE-21 HYDRAULICS............................................................................. SRE-25 POWER BRAKES AND ANTISKID........................................... SRE-34 EMERGENCY BRAKES............................................................. SRE-36 FLIGHT CONTROLS .................................................................. SRE-36 ICE AND RAIN PROTECTION .................................................. SRE-44 PNEUMATICS/AIR CONDITIONING....................................... SRE-54 PRESSURIZATION ..................................................................... SRE-60 SERVICE AIR .............................................................................. SRE-65 OXYGEN...................................................................................... SRE-66 AUXILIARY POWER UNIT ....................................................... SRE-68 Electronic Control Unit (ECU) ........................................... SRE-68

FOR TRAINING PURPOSES ONLY

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CITATION XL/XLS PILOT TRAINING MANUAL

Fuel System......................................................................... Oil System........................................................................... Pneumatic System ............................................................... Electrical System................................................................. Fire Protection..................................................................... Exterior Preflight................................................................. APU Control Panel and Annunciator Functions ................. APU Start Sequence............................................................ Start Power Logic................................................................ APU Operating Limitations ................................................ Battery and APU Starter Cycle Limitations ........................ AVIONICS.................................................................................... ANTENNA AND DRAIN TUBE.................................................

SRE-ii

FOR TRAINING PURPOSES ONLY

SRE-69 SRE-69 SRE-71 SRE-73 SRE-73 SRE-75 SRE-75 SRE-78 SRE-80 SRE-84 SRE-86 SRE-86 SRE-98

CITATION XL/XLS PILOT TRAINING MANUAL

ILLUSTRATIONS Figure SRE-1 SRE-2 SRE-3 SRE-4 SRE-5 SRE-6 SRE-7 SRE-8 SRE-9 SRE-10 SRE-11 SRE-12 SRE-13 SRE-14 SRE-15 SRE-16 SRE-17 SRE-18 SRE-19 SRE-20 SRE-21 SRE-22 SRE-23 SRE-24 SRE-25 SRE-26 SRE-27 SRE-28 SRE-29

Title Page Cabin/Entry Lights Panel .......................................... SRE-5 DC Power Distribution .............................................. SRE-9 Pilot Circuit-Breaker Panel ...................................... SRE-10 Copilot Circuit-Breaker Panel.................................. SRE-11 PW545A Cross-Section .......................................... SRE-17 Engine Fire Extinguishing System .......................... SRE-20 Engine Fire Detection System ................................ SRE-21 Fuel System—Normal Operation ............................ SRE-22 Fuel System—Crossfeed (R to L)............................ SRE-24 Hydraulic System—Open Center ............................ SRE-26 Speedbrake System—Normal Operation (Extended)................................................................ SRE-27 Gear System—Normal Retraction .......................... SRE-28 Gear System—Normal Extension............................ SRE-29 Gear System—Emergency Extension...................... SRE-30 Thrust Reversers—Stowed ...................................... SRE-32 Thrust Reversers—Deployed .................................. SRE-33 Power Brake/Antiskid System ................................ SRE-35 Flight Controls ........................................................ SRE-37 Rudder Bias System ................................................ SRE-39 Rudder Bias System—Engine Failure .................... SRE-39 Two-Position Horizontal Stabilizer.......................... SRE-43 Pitot-Static System .................................................. SRE-45 Windshield Anti-Ice System .................................... SRE-47 Wing/Engine Anti-Ice System ................................ SRE-49 Wing Leading Edge Cross Section .......................... SRE-51 Tail Deice System .................................................... SRE-53 Bleed-Air Precooler ................................................ SRE-55 Air Conditioning System with APU ........................ SRE-57 Vapor Cycle Air Conditioning System .................... SRE-59

FOR TRAINING PURPOSES ONLY

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CITATION XL/XLS PILOT TRAINING MANUAL

SRE-30 SRE-31 SRE-32 SRE-33 SRE-34 SRE-35 SRE-36 SRE-37 SRE-38 SRE-39 SRE-40 SRE-41 SRE-42 SRE-43 SRE-44 SRE-45 SRE-46 SRE-47 SRE-48

Pressurization Control Panel.................................... Pressurization System .............................................. Autoschedule Boundary .......................................... High Altitude Landing Graph .................................. High Altitude Departure Graph................................ Service Air System .................................................. Oxygen System ........................................................ APU Annunciators, Copilot Panel .......................... APU Control Panel .................................................. First Engine Start (R)—APU Generator On Line .................................................. APU Engine Start On Ground (Engines OFF) ........ APU Start—On Ground, Using GPU ...................... Second Engine Start (L)—APU Generator On Line .................................................. APU Start On Ground (Generator Assist)................ APU Start—In Flight (Battery Only) ...................... Primus 1000 System Block Diagram ...................... Standby Flight Display—Meggitt............................ Standby HSI ............................................................ Excel Antenna and Drain Tube Locations ..............

SRE-61 SRE-62 SRE-63 SRE-64 SRE-64 SRE-65 SRE-67 SRE-70 SRE-72 SRE-74 SRE-79 SRE-81 SRE-82 SRE-83 SRE-85 SRE-87 SRE-93 SRE-95 SRE-99

TABLES Table SRE-1

SRE-iv

Title Page APU Operating Limits ............................................ SRE-84

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

SYSTEMS REVIEW—EXCEL SQUAT SWITCH INPUTS Left main squat switch only In flight, it enables: 1. Flight hour meter 2. Digital clock to record elapsed flight time 3. Opening of emergency pressurization valve 4. Landing gear handle locking solenoid to be energized 5. TAS probe heater (Rosemount) 6. Enables flight idle (with EECs operating) 7. Normal (auto) control of pressurization 8. Enables ram air door modulation for precoolers On the ground, it enables: 1. Pressurization controller opens outflow valves ( 1.5 PSID CABIN AIR CABIN AIR

SHUTTLE VALVE

CABIN AIR

1.5 PSI ORIFICE

CABIN AIR OUTSIDE STATIC SOURCE

CAB ALT

FLAPS UP

0°

T.O. 200 KIAS

7°

T.O. & APPR 200 KIAS

15°

LAND 175 KIAS

35°

VACUUM 23 PSI BLEED AIR

LEGEND

TO

TRIM

CLB

NOSE DOWN

STATIC PRESSURE

CRU

T O

T H R O T T L E NOSE UP

CABIN AIR

CUT OFF LH

RH FAN

RETRACT

SERVICE AIR

IDLE

SPEED BRAKE

ENGINE SYNC MUST BE OFF FOR TAKEOFF & LANDING

OFF TURB

VACUUM

SRX-63

EXTEND

Figure SRX-29. Pressurization System

SRX-64 PRESSURIZATION

ANTI-ICE / DEICE WINDSHIELD L

O'RIDE

WINDSHIELD AIR ON

R

WING INSP ON

ON OFF

OFF WNG XFLOW ON

L

OFF

WING/ENGINE R ON

OFF

OFF PASS SAFETY ON

NAV ON

MANUAL

GND REC ON

OFF SEAT BELT ON

OFF

OFF

5

0

NORM

20

25 4 5 6 3 PSI 7 30 8 2 9 1 35 0 10 40 DIFF PRESS 50 0 CABIN ALT X1000 FT

PRESS SOURCE NORM LH

GND REC/ ANTI-COL OFF ON

TAIL FLOOD ON

10

DEPRESSURIZE CABIN BEFORE LANDING OFF

ON ENGINE LIGHTS

15

18 SET ALT FL EXER

RATE

TAIL AUTO

OFF

EMER DUMP ON

RH EMER

CKPT TEMP SEL

CABIN TEMP SEL

AUTO

AUTO CKPT

COLD

HOT SEL

OFF MANUAL

SUPPLY

Figure SRX-30. Pressurization Control Panel

CAB COLD SEL SUPPLY

HOT

MANUAL

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

PITOT & STATIC ON

PRESS SYSTEM SELECT UP M MANUAL A N U A L AUTO DOWN

Max Delta P Limit

Autoschedule Boundary

45000 Cruise @ FL410

40000

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

35000 Aircraft Altitude (FT)

30000

Descent to SLA

25000 Climb to FL410

20000 Cabin @ SLA 1500 ft above SLA

15000 Take off from 1000 FT

10000 5000

Negative Delta P Limit

0 0

2000

4000

6000

8000

10000

Cabin Altitude (FT) SRX-65

Figure SRX-31. Auto Schedule Boundary

12000

14000

SRX-66

45000 Aircraft climbs to Cruise @ FL450

40000 FOR TRAINING PURPOSES ONLY

Aircraft

Cabin Holds @ 78000 ft until Acft descends below FL 245

Cabin Climbs to and maintains 7800 ft. at 600 FPM

30000

Altitude 25000 (FT) 20000 15000

Cabin Climbs to Landing Field (NLT 1500 AGL)

Takeoff from 3000 ft

10000 5000 0 0

2000

4000

6000

8000

10000

Cabin Altitude (FT)

Figure SRX-32. High Altitude Landing Graph

12000

14000

CITATION XL/XLS PILOT TRAINING MANUAL

35000

45000 Cruise @ FL450

40000 FOR TRAINING PURPOSES ONLY

Aircraft

Cabin will reach 8000 ft with Acft at approx. FL 250

30000

Altitude 25000 (FT) 20000

Descent to SLA

Climb to FL 450

15000

Takeoff from 14000 ft

10000 5000 0 0

2000

4000

6000

8000

10000

Cabin Altitude (FT) SRX-67

Figure SRX-33. High Altitude Departure Graph

12000

14000

CITATION XL/XLS PILOT TRAINING MANUAL

35000

CITATION XL/XLS PILOT TRAINING MANUAL

SERVICE AIR • Bleed air supplied by the engines or APU. • Regulated at 23 psi. • Used for (Figure SRX-34):

SRX-68

•

Horizontal stabilizer deice boots, inflation pressure.

•

Pressurization outflow valve operation.

•

Cabin entrance primary door seal and acoustic door seals.

•

Throttle detents, EECs AUTO mode.

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

FLAPS

THROTTLE DETENTS

UP

0°

T.O. 200 KIAS

7°

T.O. & APPR 200 KIAS

15°

LAND 175 KIAS

35°

TO

TRIM

CLB

NOSE DOWN

CRU

T O

T H R O T T L E NOSE UP

IDLE

SPEED BRAKE

CUT OFF LH

RH FAN

RETRACT

ENGINE SYNC MUST BE OFF FOR TAKEOFF & LANDING

OFF TURB

EXTEND

DOOR SEALS VACUUM EJECTOR FOR OUTFLOW VALVES

23 PSI REGULATOR

PRECOOLER

PRECOOLER

ACM

L FLOW CONTROL VALVE

P3 ENG BLEED AIR

LEGEND

APU BAV

SERVICE AIR

APU BLEED AIR

VACUUM BLEED AIR

TO DEICE SYSTEM

Figure SRX-34. Service Air System

FOR TRAINING PURPOSES ONLY

SRX-69

CITATION XL/XLS PILOT TRAINING MANUAL

OXYGEN • A 76-cubic-foot bottle is standard and is in the right side of the lower nose compartment (Figure SRX-35). • The bottle pressurization green arc is marked from 1,600 to 1,800 psi. This does not ensure oxygen availability to the crew or cabin. The valve at the bottle must be checked safety wired open. • Quick-donning EROS crew masks are stowed in a retainer below the crewmember side windows. The masks have an integral microphone and pressure regulator. Three positions are afforded: EMER (for pressure breathing), 100%, and diluter demand. Masks must be stowed properly to qualify as quick-donning masks. • Passenger masks are stowed in overhead containers. Passenger oxygen selector on the pilot console has three positions: OFF (crew only); AUTO (masks will automatically drop if cabin pressure exceeds approximately 14,500 feet, with normal DC power available); ON (manual drop). • With the OXYGEN selector in AUTO, if cabin altitude exceeds 14,500 feet, passenger masks drop automatically. If cabin pressure is restored to normal values, the solenoid valve is deenergized at approximately 12,000 feet cabin altitude, shutting off oxygen flow to the passenger masks. • Oxygen cylinder is serviced through a service port in the lower aft sill of the right nose compartment (aviator breathing oxygen only!). • A green overboard discharge indicator (disc) is below the aft edge of the nose compartment door. A missing or ruptured disc indicates the oxygen cylinder has overpressurized and maintenance must be performed before flight.

SRX-70

FOR TRAINING PURPOSES ONLY

OVERBOARD DISCHARGE INDICATOR

14,500 +/- 500 Cabin Altitude

FILLER VALVE & PROTECTIVE CAP COPILOTS FACE MASK CYLINDER PRESSURE GAUGE

5 AMP OXYGEN CB

FOR TRAINING PURPOSES ONLY

OXYGEN CYLINDER

CHECK VALVE

ALTITUDE PRESSURE SWITCH

PRESSURE REGULATOR

OVERHEAD DROP BOX

SOLENOID

PILOTS FACE MASK

LEGEND OXYGEN SUPPLY (HI PRESS)

ON

PASS OXY AUTO

OFF OFF

ON

OXYGEN CYLINDER OXYGEN SUPPLY (REG MED PRESS) STATIC FLOW

PASS OXY AUTO OXYGEN CONTROL VALVE

SRX-71

Figure SRX-35. Oxygen System

Oxygen System Automatic Deploy

CITATION XL/XLS PILOT TRAINING MANUAL

28 - VOLT DC SHUTOFF VALVE

CITATION XL/XLS PILOT TRAINING MANUAL

AUXILIARY POWER UNIT (APU) The Allied Signal Model RE100-XL is a fully automatic, constant speed gas turbine engine mounted in a titanium steel fireproof enclosure in the tail cone. It utilizes a single-stage centrifugal impeller and a single-stage turbine. The APU requires main DC power, fuel from the right tank, and control signals from the aircraft for operation. Service is conducted through the APU panel on the right-rear fuselage above the engine pylon. The following lists some general APU highlights: • The APU is optional equipment. The unit is installed in place of the standard vapor cycle air conditioner. • APU installation increases aircraft weight by approximately 100 pounds plus any required nose ballast. • The APU generator provides 28 VDC power and bleed air for ground and in-flight use. • Maximum altitude for in-flight start is 20,000 feet. • Maximum altitude for in-flight operation is 30,000 feet. • The APU produces no thrust. • The APU is not certified for unattended use.

ELECTRONIC CONTROL UNIT (ECU) The ECU is responsible for automatic APU operations. The ECU supplies the following functions: • The ECU is powered with the APU MASTER switch ON. • Built-in test during power-up • Automatic start control • Speed control • ECU autorelight function applies ignition at 94% rpm to prevent flameout. • Protective shutdown capability—Excessive EGT, rpm overspeed, low oil pressure (LOP), high oil temperature • Start inhibit capability • Fault code storage • Fault reporting to the field service monitor (FSM). The FSM provides download capability.

SRX-72

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

FUEL SYSTEM • Fuel is normally supplied from the right wing fuel tank except during left to right crossfeed operations. • Right boost pump operates continuously during APU start and APU operation. If crossfeeding from left to right, the left boost pump supplies fuel for APU operations (the right boost pump deenergizes). • When the right boost pump is operating for APU operations only, the amber FUEL BOOST–R annunciator does not illuminate. • Fuel flow is 110 pph during loaded operation (generator online and bleed valve open). • Fuel flow indications are available in the FMS. • APU fuel valve opens during the start sequence and closes for normal / abnormal shutdown including APU fire.

OIL SYSTEM • Oil reservoir is in the accessory gearbox. Oil quantity is approximately 1.5 US quarts. • APU normally uses the same oil as the engines. • Oil service is through the small door on the outside access panel. • The oil reservoir is cooled with compressor intake • APU oil level should be checked within 5 minutes after the APU has been shutdown. • The APU service panel in the tail cone is used to check oil level electrically. Following a successful panel LAMP TEST, select PRE FLT position: •

No illuminating lights indicates full oil.

•

Amber illumination indicates 300 cc low of oil. APU operation is permitted. Service at next opportunity.

•

Red and amber illumination indicates 550 cc low of oil. APU operation is prohibited. Oil service is required.

• APU service panel is battery bus powered. • Low oil pressure (LOP) switch signals the ECU to initiate a protective shutdown. The amber APU FAIL annunciator illuminates on the far right cockpit panel (Figure SRX 36). • High oil temperature signals the ECU to initiate a protective shutdown. The amber APU FAIL annunciator illuminates. • Magnetic chip collector is inspected by maintenance only. FOR TRAINING PURPOSES ONLY

SRX-73

CITATION XL/XLS PILOT TRAINING MANUAL

MASTER WARNING RESET

HDG

MASTER CAUTION RESET

NAV

APR

BC

FMS

LNAV

VNAV

ALT

VS

FLC

200

160

VASEL

VGP

100

9000

AP ENG 20

20

10

10

2

10

10

R 1

20

20

6 4 10000 2 1 20 00 1

140

6 125 120 4 100

HDG

329

BARO MIN 200

FMS1

023

349

.50

33

30

+13

0:00:00 CLOCK

19:39:07

5

-04

HSI

BARO RAD

PRE VIEW

NAV

FMS

DME

VOR1

13

N

KHUT WPT 002

WX TERR

TCAS

STD NAV ADF OFF FMS

NAV ADF OFF FMS

RW0IL 23.0 NM 12 MIN 157 KTS

PUSH TO TEST

OFF BRG

PFD DIM

PUSH STD BARO SET

MINIMUMS

BRG

FMS STATUS

3

COM 1

MSG APPR DR

WPT 001

COM 2

CABIN

EMER

MICROPHONE I N P H

WIND

39

WEATHER

WX/R/T T4.5° A STAB TGT LX/ON

N560FS

–950

30

ET

APU FAIL

APU FIRE

2 4 9500 6

.261 M

FMS1 ADF

400

APU RELAY ENGAGED

98

AOA

BRG PTR

300

DC AMPS

E

160

0

COM 1

COM 2

ADF 1

NAV 1 DME 1

ADF 2

NAV 2 DME 2

RA 9.8NM+13 TA 4.5NM-04

BOTH I D

TAWS

TERRAIN INHIBIT

S P K R

MLS 1

Honeywell

HOLD 5 SEC

MLS 2

MUTE

MKR

V O I C E

H D P H

COCKPIT VOICE RECORDER

TEST

HEADSET

ERASE

CKPT RECIRC HI

AHRS 2 DC

L SLEW

TEST

R SLEW

S L A V E

O F F LO

HDG REV

ATT REV

ADC REV

MIC OXY MASK

MIC HEAD SET

Figure SRX-36. APU Annunciators—Copilot Panel

PNEUMATIC SYSTEM • A main duty of the APU is to provide supplemental bleed air to the aircraft environmental/pressurization and all service air systems. • The ACM, TCVs and underfloor ducting, and deice boots are major APU bleed-air users. • The APU cannot supply bleed air to the anti-ice systems. • Bleed air from the APU is supplied through a bleed-air valve (BAV) (see Figures SRX-28 and SRX-34). • The BAV is controlled by the ECU and the BLEED AIR MAX COOL–ON–OFF switch on the APU control panel.

SRX-74

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

• After start, with the BLEED AIR switch ON, the ECU opens the BAV halfway and supplies regulated bleed air to the aircraft bleed-air manifold. When the BAV is open (or other than closed), the white BLEED VAL OPEN annunciator illuminates. • MAX COOL switch selection opens the BAV full open. • If an ACM O’HEAT condition occurs, the ECU commands the BAV to the mid position until the condition is cleared. • Bleed air is regulated by the ECU according to EGT and inlet ambient temperatures. As EGT increases, bleed air is reduced to maintain a safe EGT. If EGT reaches 690°C, the ECU provides a protective shutdown (Figure SRX-37).

ELECTRICAL SYSTEM • One 28 VDC, 300 constant ampere starter-generator is on the gearbox. APU generator load has priority over bleed-air load. The ECU reduces bleed air as required to maintain 100% shaft rpm for generator operation. • The generator is controlled via its GCU and generator switch on the APU control panel (Figure SRX-37). The GCU and three-position generator switch that operates identically to engine generator switches. • When selected online, generator current is supplied to the system at the crossfeed bus (Figure SRX-38). The APU generator and the engine generators can all simultaneously supply power to the aircraft bus system. • Generator load is indicated with an amperage gauge on the far right side of the cockpit control panel (Figure SRX-36). • Maximum generator loads (red lines) are 200A on ground and 230A in flight up to 30,000 feet. • The APU and engine generators are not interchangeable.

FOR TRAINING PURPOSES ONLY

SRX-75

CITATION XL/XLS PILOT TRAINING MANUAL

Figure SRX-37. APU Control Panel

SRX-76

FOR TRAINING PURPOSES ONLY

FIRST ENGINE START (R) USING APU GEN & BATTERY - ON GROUND - AVIONICS OFF

L

EMER SYS SYS

ENGINE START DISENGAGE

R

EMER AVN

START DISG

SYS

AVN

50A

AVN 50A

ON

FOR TRAINING PURPOSES ONLY

RESET

200

AVN PWR RELAY

RELAY DC VOLTS

28.5

60A

B U S

APU GENERATOR

L GEN SWITCH

GCU

AVN PWR RELAY

400 DC AMPS

225A CROSSFEED BUS

BATT L GEN ISOLATION RELAY RELAY

L GEN BUS

AVN EMER RELAY 25A

EMER PWR RELAY BATTERY SWITCH

EMER AVN

E M E R

ON OFF

ON OFF 28.5

START RELAY

BATTERY BUS APU RELAY BATTERY

BATT DISCONNECT RELAY

A

R GEN RELAY

25A

V START RELAY

GPU RELAY

INTERIOR MASTER RELAY

60A R FEED BUS

EMER

28.5

L STARTER GEN FIELD RELAY

BATTERY

0

OFF RESET

300

225A

A

ON

100

APU GEN RELAY

L FEED BUS

A P U

LEGEND

R - AVN BUS

L - AVN BUS

APU STARTER GEN FIELD

APU RELAY ENGAGED OVER (32.5 VDC) VOLTAGE

R GEN BUS

RESET

GCU

R STARTER GEN FIELD

SRX-77

GPU INPUT

Figure SRX-38. First Engine Start (R)—APU Generator On Line

I N T E R I O R 1 7 5 A

RELAY INTERIOR POWER

CITATION XL/XLS PILOT TRAINING MANUAL

OFF

GCU

CITATION XL/XLS PILOT TRAINING MANUAL

FIRE PROTECTION • Fire detection—Uses a gas-filled fire detection loop inside the fireproof APU enclosure. As heat increases, the gas expands and causes a pressure sensor to activate the red APU FIRE switchlight on the far right cockpit control panel (see Figure SRX-36). Upon fire detection the following occur: •

ECU automatically initiates an automatic shutdown.

•

APU generator goes offline (field relay opens).

•

APU fuel shutoff valve closes.

•

Fuel boost deenergizes.

•

The APU fire bottle is armed.

•

An APU fire protective shutdown is stored in the ECU memory.

• Fire extinguishing—One dedicated fire bottle is above the baggage compartment ceiling. • Fire bottle arming by the ECU is indicated with the illumination of the red APU FIRE switchlight. Pressing the red switchlight fires the contents of the bottle into the APU compartment. • If the red switchlight is not pressed by the crew, the ECU fires the bottle 8 seconds after the light illuminates. • The fire detection loop and bottle is continuously monitored by the ECU. If the loop malfunctions or bottle becomes low, the ECU automatically shuts down the APU or inhibits its start. The amber APU FAIL annunciation illuminates for either malfunction.

EXTERIOR PREFLIGHT • Check APU air inlets on the upper right rear fuselage—Check CLEAR (compressor inlet, cooling inlet for the starter-generator). • APU exhaust—Check CLEAR. • Tail cone ram air inlet on the right rear fuselage below the pylon— Check CLEAR. • APU drains on the bottom of the rear fuselage. • Check oil quantity lights on the service panel in the tail cone

SRX-78

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

APU CONTROL PANEL AND ANNUNCIATOR FUNCTIONS Prior to APU starting, the aircraft battery switch must be ON (see Figure SRX-37).

NOTE APU starts on the ground may be aircraft battery starts only, EPU starts only (battery disconnect relay opens during start), or aircraft generator(s) assisted battery starts. In-flight APU starts are battery only starts (squat switch logic prevents generator-assisted APU starts). In-flight starts are prohibited above 20,000 feet. In-flight APU starts are prohibited after dual generator failure. APU MASTER switch—The MASTER switch is placed ON to provide electrical power to the ECU. The ECU performs APU power-up tests. After the power-up tests are completed, the ECU accomplishes the prestart built-in test equipment (BITE) test to ensure no faults exist that would inhibit a start. If a fault is detected, the APU FAIL light illuminates. APU FAIL light—Illuminates for an APU fault of low fire bottle pressure. APU start attempt is prohibited when the APU FAIL light is illuminated. APU TEST button—Performs a lamp test of annunciators (FIRE WARNING, APU FAIL, APU RELAY ENGAGED, BLEED VALVE OPEN, READY TO LOAD), digital indicators (RPM-50, EGT-500, DC VOLTS-00.0) and integrity of the APU fire system. APU GENERATOR switch—ON position allows generator power to connect to the airplane crossfeed bus after the READY TO LOAD light illuminates. OFF position disconnects the APU generator from the crossfeed bus. RESET position allows a possible reset of an APU generator tripped field relay. APU BLEED AIR VALVE switch—ON position opens the BAV valve to the mid-position while MAX COOL position opens the BAV to full (BLEED VAL OPEN illuminates with either position). OFF position closes the BAV. Prior to shutdown, the APU should be unloaded. The APU BLEED AIR switch is selected OFF. The BLEED VAL OPEN light extinguishes when the BAV closes.

NOTE Any time the APU is operating, the service air system is pressurized whether or not the bleed-air valve is open or closed. APU START/STOP switch—The ECU provides automatic starting after placing the MASTER switch “ON” followed by momentarily placing the APU START switch to “START.” The ECU controls ignition and fuel automatically during start as required for ambient conditions. FOR TRAINING PURPOSES ONLY

SRX-79

CITATION XL/XLS PILOT TRAINING MANUAL

The aircraft right boost pump activates (FUEL BOOST–R annunciator remains extinguished; R LO FUEL PRESS extinguishes). If the APU start is an engine generator(s) assisted start (ground only), the engine start relay(s) close (engine start button(s) illuminates), and the APU start logic commands the battery isolation relay open to protect the 225-amp current limiters. At 5% rpm, the ECU powers the ignition unit, fuel torque motor, and the APU fuel solenoid valve (open). During start, the ECU controls fuel scheduling, and continually monitors engine speed and EGT limits as determined by ambient conditions (T2). If scheduled limits are exceeded, the ECU executes a precautionary shutdown (APU FAIL illuminates). The fault code is stored in memory for ease of maintenance during troubleshooting. The STOP position initiates a simulated overspeed signal to the ECU to initiate an immediate shutdown. After commanding shutdown using the APU START–STOP switch, the ECU remains powered until the APU MASTER switch is placed OFF. Following an APU shutdown for any reason, a restart must not be attempted until 30 seconds after the rpm indicator displays 0% APU RELAY ENGAGED light—Illuminates then extinguishes prior to the READY TO LOAD light illuminating. At 50% speed, the speed sensor signals the GCU to deenergize the start relay and the APU RELAY ENGAGED extinguishes. If the speed sensor fails and/or the GCU fails to open the start relay at 50%, the ECU backs up the GCU and opens the start relay at 60% rpm. READY TO LOAD light—At 95% rpm the start counter records the start. At 95% rpm plus 4 seconds, the ECU shifts to onspeed control. The READY TO LOAD illuminates (start is complete). The APU may now be loaded electrically and pneumatically. At 99% rpm, the ignition unit is deenergized. At 100% rpm, the APU is considered onspeed. At 100% rpm, the ECU maintains constant rotor speed rpm at 100% plus or minus 1.0% (70,200 rpm), EGT within limits and the DC VOLTAGE indicator should display 28.5 VDC. If APU speed drops below 94%, the ignition unit automatically reenergizes, unless the APU is in a protective or normal shutdown mode. The programmed ECU onspeed EGT and overspeed shutdown limits are established at 690°C (1275°F) and 108% respectively. APU GENERATOR—After the READY TO LOAD illuminates, the APU generator may be placed online. Placing the APU generator switch ON, energizes the APU generator power relay to connect the APU generator output to the airplane crossfeed bus. The APU ammeter on the copilot instrument panel should reflect an amperage load. APU GEN OFF light—Indicates the APU generator relay is open with the APU running onspeed.

SRX-80

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

APU AMMETER—200 amp maximum on ground, 230 amp maximum in flight. HOBBS METERS—At the bottom of the APU panel. Begins recording APU operation when normal oil pressure is sensed by the ECU. This meter is used for generator maintenance. APU FIRE light/button—Alerts the crew of an APU fire in the APU enclosure. APU immediately shuts down. Pressing the button activates the extinguisher. Extinguisher automatically activates 8 seconds after the light illuminates if the button is not pressed.

START POWER LOGIC • APU BATTERY START ON-GROUND – GPU or engine generators are not available (Figure SRX-39). •

Battery supplies current through the APU relay for starting.

• APU GPU START ON GROUND—GPU is connected and available (Figure SRX 40). •

GPU supplies current for start through the APU relay. The battery disconnect relay opens and the battery does not supply current.

• FIRST ENGINE START, APU GENERATOR ON LINE—APU generator and battery available (see Figure SRX-38). •

APU generator current is supplied for engine start through the APU relay and the isolation relay.

•

Battery current is supplied through the APU relay for engine start.

• SECOND ENGINE START ON GROUND, APU AND ENGINE GENERATORS ON LINE—Both generators and the battery are available (Figure SRX-41): •

APU generator current is supplied for engine start through the APU relay.

•

Engine generator current is supplied for cross start through the left and right start relays.

•

Battery isolation relay opens to prevent current travel.

•

The battery supplies engine start current through the left and right start relays.

FOR TRAINING PURPOSES ONLY

SRX-81

SRX-82

APU START - USING BATTERY ONLY - ENGINE GENERATORS NOT AVAILABLE - ON GROUND - AVIONICS OFF

L

EMER SYS SYS

ENGINE START DISENGAGE

R

EMER AVN

START DISG

SYS

AVN

AVN

50A

50A

OFF

FOR TRAINING PURPOSES ONLY

GCU

RESET

200

AVN PWR RELAY

RELAY DC VOLTS

0.0

60A

B U S

BATTERY

L GEN SWITCH

GCU

225A CROSSFEED BUS

BATT L GEN ISOLATION RELAY RELAY

L GEN BUS

AVN EMER RELAY 25A

EMER PWR RELAY BATTERY SWITCH ON OFF

R GEN RELAY

25A

28.5 START RELAY

BATTERY BUS APU RELAY BATTERY

BATT DISCONNECT RELAY

ON OFF

25V START RELAY

A

EMER AVN

E M E R

GPU RELAY

INTERIOR MASTER RELAY

60A R FEED BUS

EMER

28.5

L STARTER GEN FIELD RELAY

AVN PWR RELAY

400 DC AMPS

OFF RESET

300

0

225A

A

ON

100

APU GEN RELAY

L FEED BUS

A P U

LEGEND

R - AVN BUS

L - AVN BUS

APU STARTER GEN FIELD

APU RELAY ENGAGED OVER (32.5 VDC) VOLTAGE

R GEN BUS

RESET

GCU

R STARTER GEN FIELD

GPU INPUT

Figure SRX-39. APU Start On Ground (Engines OFF)

I N T E R I O R 1 7 5 A

RELAY INTERIOR POWER

CITATION XL/XLS PILOT TRAINING MANUAL

GEN

APU START - USING GPU - ENGINE GENERATORS NOT AVAILABLE - ON GROUND - AVIONICS OFF

L

EMER SYS SYS

ENGINE START DISENGAGE

R

EMER AVN

START DISG

SYS

AVN

50A

AVN 50A

OFF

FOR TRAINING PURPOSES ONLY

GCU

RESET

200

AVN PWR RELAY

RELAY DC VOLTS

0.0

R - AVN BUS

L - AVN BUS

APU STARTER GEN FIELD

60A

A P U B U S

225A

BATT L GEN ISOLATION RELAY RELAY

EMER PWR RELAY BATTERY SWITCH ON OFF

OFF

L GEN BUS

GCU

BATTERY EXTERNAL DC

RELAY

EMER AVN

ON OFF 28.5

BATTERY BUS APU RELAY BATTERY

BATT DISCONNECT RELAY

A

R GEN RELAY

25A

25V START RELAY

LEGEND L STARTER GEN FIELD

AVN EMER RELAY 25A

E M E R

GPU RELAY

INTERIOR MASTER RELAY

60A R FEED BUS

EMER

28.5

RESET

AVN PWR RELAY

400 DC AMPS

CROSSFEED BUS

A

ON

300

0

225A

L FEED BUS L GEN SWITCH

100

APU GEN RELAY

START RELAY

APU RELAY ENGAGED OVER (32.5 VDC) VOLTAGE

R GEN BUS

RESET

GCU

R STARTER GEN FIELD

SRX-83

GPU

Figure SRX-40. APU Start On-Ground—GPU (EPU)

I N T E R I O R 1 7 5 A

RELAY INTERIOR POWER

CITATION XL/XLS PILOT TRAINING MANUAL

GEN

SRX-84

SECOND ENGINE START (L) USING R ENG GEN, APU GEN, & BATTERY - ON GROUND - AVIONICS OFF

L

EMER SYS SYS

ENGINE START DISENGAGE

R

EMER AVN

START DISG

SYS

AVN

AVN 50A

50A ON

FOR TRAINING PURPOSES ONLY

RESET

200

AVN PWR RELAY

RELAY DC VOLTS

28.5

R - AVN BUS

L - AVN BUS

APU STARTER GEN FIELD

60A

A P U B U S

225A

BATT L GEN ISOLATION RELAY RELAY

ON OFF

GCU

BATTERY APU GENERATOR R GENERATOR

L STARTER GEN FIELD RELAY

28.5 START RELAY

BATTERY BUS

LEGEND

APU RELAY BATTERY BATT DISCONNECT RELAY

ON OFF

V START RELAY

A

R GEN RELAY

25A

EMER

28.5

L GEN BUS

EMER AVN

E M E R

GPU RELAY

APU RELAY ENGAGED OVER (32.5 VDC) VOLTAGE

GPU INPUT

INTERIOR MASTER RELAY

60A R FEED BUS

AVN EMER RELAY 25A

EMER PWR RELAY BATTERY SWITCH

OFF RESET

AVN PWR RELAY

400 DC AMPS

CROSSFEED BUS

A

ON

300

0

225A

L FEED BUS L GEN SWITCH

100

APU GEN RELAY

R GEN BUS

RESET

GCU

I N T E R I O R 1 7 5 A

R STARTER GEN FIELD RELAY

INTERIOR POWER

Figure SRX-41. Second Engine Start (L)—APU Generator On Line

CITATION XL/XLS PILOT TRAINING MANUAL

OFF

GCU

CITATION XL/XLS PILOT TRAINING MANUAL

• APU START ON GROUND, ENGINE GENERATORS ON LINE— Both engine generators and the battery supply current for APU start (Figure SRX 42). •

Engine generators supply current for APU start through the respective start relays and the APU relay.

•

Battery isolation relay opens to prevent current travel

•

The battery supplies engine start current through the APU relay.

• APU START IN FLIGHT—Battery current only is available during flight (Figure SRX-43): •

Battery supplies APU start current through the APU relay.

•

Battery isolation relay opens to prevent engine generators from participating.

FOR TRAINING PURPOSES ONLY

SRX-85

SRX-86

APU START USING L & R ENGINE GENERATORS & BATTERY - GROUND ONLY - AVIONICS OFF

L

EMER SYS SYS

ENGINE START DISENGAGE

R

EMER AVN

START DISG

SYS

AVN

50A

AVN 50A

ON

FOR TRAINING PURPOSES ONLY

RESET

200

AVN PWR RELAY

RELAY DC VOLTS

0.0

60A

B U S R GENERATOR L GENERATOR BATTERY

L GEN SWITCH

GCU

225A CROSSFEED BUS

BATT L GEN ISOLATION RELAY RELAY

L GEN BUS

AVN EMER RELAY 25A

EMER PWR RELAY BATTERY SWITCH

EMER AVN

E M E R

ON OFF

ON OFF 28.5

START RELAY

BATTERY BUS APU RELAY BATTERY

BATT DISCONNECT RELAY

A

R GEN RELAY

25A

V START RELAY

GPU RELAY

INTERIOR MASTER RELAY

60A R FEED BUS

EMER

28.5

L STARTER GEN FIELD RELAY

AVN PWR RELAY

400 DC AMPS

OFF RESET

300

0

225A

A

ON

100

APU GEN RELAY

L FEED BUS

A P U

LEGEND

R - AVN BUS

L - AVN BUS

APU STARTER GEN FIELD

APU RELAY ENGAGED OVER (32.5 VDC) VOLTAGE

R GEN BUS

RESET

GCU

R STARTER GEN FIELD

GPU INPUT

APU GENERATOR

Figure SRX-42. APU Start On Ground (Generator Assist)

I N T E R I O R 1 7 5 A

RELAY INTERIOR POWER

CITATION XL/XLS PILOT TRAINING MANUAL

OFF

GCU

APU START USING BATTERY ONLY - IN-FLIGHT - AVIONICS ON

L

EMER SYS SYS

ENGINE START DISENGAGE

R

EMER AVN

START DISG

SYS

AVN

50A

AVN 50A

GEN

FOR TRAINING PURPOSES ONLY

RESET

200

AVN PWR RELAY

RELAY DC VOLTS

0.0

60A

B U S

L GEN BUS

GCU

L GENERATOR R GENERATOR

RELAY

AVN EMER RELAY 25A

EMER PWR RELAY BATTERY SWITCH

EMER AVN

E M E R

ON OFF

ON OFF 28.5

START RELAY

BATTERY BUS APU RELAY BATTERY

BATT DISCONNECT RELAY

A

R GEN RELAY

25A

25V

START RELAY

GPU RELAY

INTERIOR MASTER RELAY

60A R FEED BUS

EMER

28.5

L STARTER GEN FIELD

SRX-87

BATTERY

225A

OFF RESET

AVN PWR RELAY

400 DC AMPS

CROSSFEED BUS

BATT L GEN ISOLATION RELAY RELAY

ON

300

0

225A

A

L GEN SWITCH

100

APU GEN RELAY

L FEED BUS

A P U

LEGEND

R - AVN BUS

L - AVN BUS

APU STARTER GEN FIELD

APU RELAY ENGAGED OVER (32.5 VDC) VOLTAGE

R GEN BUS

RESET

GCU

R STARTER GEN FIELD

GPU INPUT

Figure SRX-43. APU Start—In Flight (Battery Only)

I N T E R I O R 1 7 5 A

RELAY INTERIOR POWER

CITATION XL/XLS PILOT TRAINING MANUAL

OFF

GCU

CITATION XL/XLS PILOT TRAINING MANUAL

APU OPERATING LIMITATIONS 1.

APU operation is prohibited until a satisfactory APU test has been accomplished as contained in the “Normal Procedures” section.

2.

Starting the APU is prohibited whenever the APU FAIL LIGHT is illuminated.

3.

APU start attempt is prohibited after a dual generator failure.

4.

Following shutdown for any reason, APU restart must not be attempted until 30 seconds after the RPM indicator reads 0%.

5.

Applying deice (anti-ice fluid of any type) is prohibited with APU operating.

6.

Deployment of the thrust reversers for more than 30 seconds with the APU running is prohibited.

7.

The APU is not approved for unattended operation.

8.

The limits in Table SRX-1 apply to APU starting and operation:

Table SRX-1. APU OPERATING LIMITS OPERATING MAX CONDITION: ALT FT

MAX NI% EGT °C (NOTE 3)

STARTING

20,000

690

RUNNING

30,000

690

—

FUEL TEMP°C

MAX GEN AMBIENT LOAD AMPS TEMP °C (NOTE 2)

Refer to basic AFM fuel limitations

108 Refer to basic AFM fuel limitations

—

–54 to 54

200 GND (NOTE 1) 230 FLT

–54 to 54

NOTES: 1. Transient current greater than 200 amperes is approved for APU cross generator start of the main engines. 2. APU Ammeter Instrument Markings: a. Red Triangle = 200 amperes b. Red Line = 230 amperes 3. APU automatically shuts down if EGT limits are exceeded.

SRX-88

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

BATTERY AND APU STARTER CYCLE LIMITATIONS Starter Limitation Three APU start cycles per 30 minutes. Three cycles of operation with a 90second rest period between cycles is permitted.

Battery Limitation Nine APU start cycles per hour. (An APU battery start counts as 1/3 of a normal engine battery start.) Starting the main engines using a generator cross start from the APU counts as 1/3 of a normal engine battery start.

NOTE 1. No battery cycle is counted when starting the APU from a ground power unit. 2. Use of an external power source with voltage in excess of 28 VDC or current in excess of 1000 amps may damage the starter. Minimum 800 amps for start. 3. If battery limitation is exceeded, a deep cycle including a capacity check must be accomplished to detect possible cell damage. Refer to Chapter 24 of the Maintenance Manual for procedure.

FOR TRAINING PURPOSES ONLY

SRX-89

CITATION XL/XLS PILOT TRAINING MANUAL

AVIONICS All primary avionics systems and components are DC-powered XLS Primus 1000 Control Display System. Sensor inputs include (Figure SRX-44): • Dual Litef LCR-93 attitude and heading reference system (AHRS). • Dual microair data computers (MADC). MADCs are powered by ADC 1 and 2 circuit breakers on the right CB panel and provide the following data to the high level data link control bus (HLDC): • Pitot pressure, total and static air temperature for TAS/CAS to the IC615s for PFD airspeed tapes, MACH and VMO/MMO indications and warning horn. • Static pressure, pressure altitude, and baro-corrected altitude (inches or hPa) for the PFD altitude tapes. • Altitude change rate for the PFD vertical velocity indicators. • TAS data for the FMS and MFD. • Pressure altitude to the TCAS and EGPWS. • Altitude information to the Kollsman pressurization controller (ADC No. 1 only). • Also output data for the transponder, flight data recorder, flight director, and autopilot. The true airspeed (TAS) temperature probe (Rosemount) provides temperature data to the MADCs only. It is electrically anti-ice protected any time the airplane is weight-off-wheels and the avionics master power switch is on. The RAT gauge source temperature is provided by normal DC from the EEC temperature sensor (T TO. probe) in the right engine inlet. If the right T TO probe fails, No. 2 MADC automatically provides temperature information to the RAT indicator.

INTEGRATED AVIONICS COMPUTERS (IAC): • Dual IC-615 computers provide data processing for the pilot and copilot EFIS system. Normally, IAC No. 1 powers the pilot PFD and MFD; the No. 2 IAC powers the copilot PFD. • Both IACs contain a sensor interface and flight director computers. Only the No. 1 IAC contains an autopilot computer.

NOTE Each display unit houses its own symbol generator.

SRX-90

FOR TRAINING PURPOSES ONLY

AHRS #1 A H R U

AHRS #2 #2

#1 MICRO AIR DATA COMPUTERS

ATT

ATT

HDG

HDG

A H R U

AUTOPILOT SERVOS DIGITAL DATA BUS

IAC #1

PITCH

IC 615 SENSOR INTERFACE FD COMPUTER

IC 615 SENSOR INTERFACE FD COMPUTER AUTOPILOT COMPUTER HSI

WX TERR

TCAS

BARO RAD

PRE VIEW

NAV

FMS

MAP PLAN INC

NAV ADF OFF FMS

NAV ADF OFF FMS

LNAV

YD OFF

VNAV

2000 1400

AL-VN

AP OFF

CAT2

10

10

10

20

20

200

.750 M AOA

HDG

FMS1

349

329

023

N

3

W

0:00:00

24

E

CLOCK

19:39:07

ESC

HSI

WX TERR

TCAS

BARO RAD

LNAV

FMS

160 160

ABOVE RELATIVE TCAS AUTO CLOCK

RW01L 9.9L

98

2

10

R 1

20

10

2 4 9500 6

20

–950

BARO MIN 200

.261 M AOA

TCAS

HDG

329

DME2

40

33 BRG PTR

SPEED

-04

TAS 162 GSPD 157

ET

FMS1 ADF

+13

0:00:00

DEST

CLOCK

RW01L 12 MIN

WX/R/T T4.5° A STAB TGT LX/ON

FMS1

023

349

.50

ICT 13 NM TEMP

RAT +6°C SAT –1°C

+13

WEATHER

TAWS

9000 6 4 10000 2 1 20 00 1

10

10

6 125 4

100

19:37:47

TERRAIN INHIBIT

VGP

20

20

140

120

ICT 13 NM

WIND

VASEL

BRG

AP ENG E

39

ICT

DME1

FMS

NAV ADF OFF FMS

BARO SET

MINIMUMS

PFD DIM

RWO1L 23.0 NM 12 MIN

TCAS

MSG APPR DR

NAV

PUSH STD

PUSH TO TEST

OFF BRG

30 H

RW0IL 23.0 NM 12 MIN 157 KTS

PRE VIEW

NAV ADF OFF FMS

Honeywell

3

WPT 001

DME

13

12

15

S

21

* SYMBOL GENERATORS ARE LOCATED INTERNALLY IN THE DISPLAY UNITS (DU)

SKP

N KHUT WPT 002

19:39:07

5

-04

STD DME

VOR1

13

N

KHUT WPT 002

3

WPT 001

WX/R/T T4.5° A STAB TGT LX/ON

RW0IL 23.0 NM 12 MIN 157 KTS FMS STATUS

MSG APPR DR WIND

39

WEATHER

TAWS

TERRAIN INHIBIT

Honeywell

PFD

EMER

RCL PAG

29.92 IN VOR1

39

WEATHER

WX/R/T T4.5° A STAB TGT LX/ON

NORM

25.0

FMS STATUS

6

ET

FMS1 ADF

30

33 BRG PTR

FMS1

349 33

1 2 4 6

OM I

DATA SET

MFD

HDG 329

6 4 2 1500 1 80 13 60

220

.70

PUSH TO ENTER

OFF MFD DIM

PFD

1000

FMS

240

RAD MIN 2500

ST2

30

20

10

ET2

6

20

WX TERR

ET1 ST1

920

280

3 242 1

TCAS

BRG

260

YAW

R N G DEC

BARO SET

MINIMUMS

W

PFD DIM

VAPP

242

PUSH STD

PUSH TO TEST

OFF BRG

30

ROLL

IAC #2

FD/AP PFD 1 FD/AP PFD 2

TAWS

RA 9.8NM+13 TA 4.5NM-04

Honeywell

TERRAIN INHIBIT

Honeywell

PFD

MFD COURSE 1

HEADING

COURSE 2

PUSH DIR

PUSH SYNC

PUSH DIR

Honeywell

SRX-91

Figure SRX-44. XLS Primus 1000 CDS System Block Diagram

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FLUX VALVE

FLUX VALVE

CITATION XL/XLS PILOT TRAINING MANUAL

• HDG, ATT, and ADC REV buttons enable the respective IAC to utilize the other IAC AHRS or MADC data in the event of failure, thereby providing redundancy. • The SG1/NORM/SG2 selector on the RI-552 (avionics) controller allows either IAC to power all three displays in the event of IAC or symbol generator failure.

COMPARISON MONITOR ANNUNCIATORS (9) When PFD 1 and PFD 2 display the same type of information but from different sources, displayed data is compared (Table SRX-2). An exceeded threshold (trip point) activates an amber comparison monitor on the PFD. Table SRX-2. COMPARISON MONITOR ANNUNCIATORS (9) ANNUNCIATOR

PARAMETER

TRIP POINT

LOCATION

Pitch

±5°

Upper right of attitude sphere

Roll

±5°

Upper right of attitude sphere

Attitude

Both PIT and ROL monitors triggered

Upper right of attitude sphere

HDG

Heading

±6° Bank 5°

Top right of EHSI compass

A L T

Barometric Altitude

±200 ft

Top right of vertical altimeter tape

I A S

Airspeed

±5 kts

Top left of vertical airspeed tape

Avg (RA1 + RA2) +10 8

At negative 10° pitch mark (attitude sphere)

±50 µAmp Approximately 1 dot

Right of negative 10° pitch mark

±40 µAmp Approximately 1/2 dot

Right of EHSI’s center

PIT ROL ATT

RAD

Radio Altitude

GS

Glide Slope

LOC

Localizer

SRX-92

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

PRIMUS 880 WEATHER RADAR • X-band alphanumeric digital radar with a display designed to provide weather location and analysis, as well as ground mapping. • Can be operated in conjunction with the EFIS and MFD equipment to provide radar video displays. • The radar transmitter is normally disabled on the ground. However, by rapidly depressing the STAB switch four times within 3 seconds, the transmitter will radiate on the ground.

PRIMUS II RADIO SYSTEM • Dual remote radio management units (RMUs). RMU 1 is powered by the emergency DC bus and RMU 2 is powered by main DC power. • COM 1, NAV 1, ADF 1, etc., are controlled by the left RMU. COM 2, NAV 2, ADF 2, etc., are controlled by the right RMU. Reversion is provided so each RMU can control all Primus II radios. • VHF COMM is provided by the RCZ-850 integrated communications unit. Operates in the frequency range of 118.00 to 136.97 MHz, and can be strapped to extend the upper frequency range to 152 MHz. It is 8.33 khz spacing capable. • VHF NAV is provided by the RCZ-850 integrated navigation unit. Operates in the frequency range of 108.00 to 117.95 MHz. The system encompasses the functions of VHF NAV, localizer and glide slope receiver, and marker beacon receiver, as well as ADF and DME functions. • ADF NAV is provided by the DF-850 ADF receiver module, a component of the RNZ-850 integrated navigation unit. Operates in the frequency range of 100.00 to 1799.00 kHz in 0.5 increments. • ATC TRANSPONDER function is provided by the XS-850 transponder module, a subunit of the RCZ-850 integrated communication unit. It functions as a 4096 code mode A transponder, as well as providing mode C (altitude) and mode S (collision avoidance) information. Altitude information is provided by the respective (1 or 2) AZ-850 microair data computer in the pilot or copilot Primus 1000 system. • Dual diversity transponders are modules in the RCZ-850 COMM unit and are standard equipment. • DME NAV function is provided by the optional Primus ll DME system module. Each module is comprised of an RNZ-850 integrated navigation unit, an NV-850 VHF NAV receiver, and a DME-850 distance measuring module. The DME transmitter works in the L-frequency band and the receiver frequency range is from 962 to 1213 MHz. Normal DME function follows the VHF NAV receiver. However, a hold function allows

FOR TRAINING PURPOSES ONLY

SRX-93

CITATION XL/XLS PILOT TRAINING MANUAL

the tuning of military TACAN channels in order to receive the DME portion of the TACAN signals. DME data is displayed on two DI-850 indicators; one on the pilot and one on the copilot instrument panels. DME data can also be displayed on the pilot and copilot EHSIs. • The STANDBY RADIO CONTROL (SRC) is normally on the center instrument panel, to the right of the engine gauges. It contains normal and emergency modes. The SRC is powered from the emergency DC bus through the NAV1 circuit breaker. It acts as an additional tuning source for the radio system (COM1 and NAV1).

RADIO ALTIMETER • The Collins ALT-55B radio altimeter displays radio altitude up to an absolute altitude of 2,500 feet. Altitude is displayed on the bottom center of the attitude sphere of the EADIs. Between 200 and 2,500 feet, the display is in 10-foot increments. Below 200 feet, it is in 5foot increments. • Decision height (DH) selection is displayed digitally in the lower right side of the EADI display. The decision height range is from 0 to 990 feet in 10-foot increments. The DH display can be removed with full counterclockwise rotation of the DH/TST knob on the DC-550 display controller. A decision height warning horn sounds when the airplane reaches the decision height set on the pilot EADI.

AUTOPILOT (AP) • The autopilot and yaw damper are engaged by depressing the APENGAGE switchlight. With the flight director OFF, pitch and roll are manually controlled with the turn knob and pitch wheel. • With either of the dual MS-560 flight director (FD) modes selected, the FD controls the autopilot. • The autopilot may be switched to the pilot FD/PFD 1 or copilot FD/PFD 2 by an illuminated selector switch (FD/AP–PFD1, FD/ AP–PFD2) on the center instrument panel. • If a lateral mode is engaged, the autopilot follows the FD command bars. • The autopilot/flight control system contains pitch, roll, and yaw servos that control the airplane in accordance with manual or FD guidance to the autopilot. • The Primus 1000 IAC No. 1 contains the autopilot module for autopilot control. Consequently, if IAC No. 1 fails, the autopilot is inoperative. • The autopilot may be temporarily disengaged by the touch control steering (TCS) button on the yoke(s), but the yaw damper remains engaged. SRX-94

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

• The autopilot is normally disengaged one of four ways: 1.

Depressing the AP/TRIM DISC red switch on either yoke.

2.

Electrically trimming the elevator (yaw damper remains engaged).

3.

Depressing the go-around button on either throttle.

4.

Pressing the AP-ENGAGE button so the AP-ENGAGE light is not illuminated.

• LOW bank limit may be selected manually by depressing the BANK LIMIT–LOW switch on the controller (limits bank angle to 14°). Low bank limit automatically engages climbing through 34,000 feet and automatically disengages descending through 33,750 feet.

FLIGHT DIRECTOR (FD): • The XLS Primus 1000 CDS system incorporates one flight director (FD) in each IAC. Dual synchronized FD mode selectors above each pilot PFD are used to control the FDs. Either crewmember may control the airplane through the control panels by switching control with the FD/AP–PFD 1 or 2 selector as discussed above. If the FD/AP control is switched from one pilot to the other, the AP reverts to basic mode. The FD will have to be reprogrammed.

NOTE When the FD/AP is coupled to the VOR, another lateral mode must be selected prior to switching VOR NAV frequencies. HDG mode may be used after synchronizing HDG bug to the current airplane heading. Basic ROLL may also be used.

STALL WARNING AND AOA SYSTEM: • The angle-of-attack system is powered by 28 VDC from the left main DC bus and incorporates an angle-of-attack sensor, a signal summing unit, a vane heater monitor, an angle-of-attack indicator, a stick shaker, and an indexer. • The full-range-type indicator on the PFDs indicate from 0.2 to 1.0 and marked with red, yellow, and white arcs. Lift being produced is displayed as a percentage and, with flap position information, is valid at VREF (on-speed) and stick shaker initiation. All other points are for reference only. The area at the lower part of the scale (0.57 to 0.2) represents the normal operating range, except for approach and landing. The narrow white arc (0.57 to 0.63) covers the approach and landing range, and the middle of the white arc (0.6) represents the optimum landing approach (VAPP or VREF). The yellow range (0.63 to 0.87) represents a caution area where the airplane is approaching a critical angle of attack. The red arc (0.87 to 1.0) is a warning zone. At an indication of approximately 0.79 to 0.88 (depending on flap setting and rate of deceleration) in the warning range, the stick shakers activate. FOR TRAINING PURPOSES ONLY

SRX-95

CITATION XL/XLS PILOT TRAINING MANUAL

• If the angle-of-attack system loses power or becomes inoperative for other reasons, a red “X” covers both AOA scales and AOA FAIL annunciation is shown beside airspeed tapes on the PFDs.

NOTE The airplane must not be flown if the stick shaker is found to be inoperative on the preflight check or if the angle-of-attack system is otherwise inoperative. • Stick shakers are on the pilot and copilot control columns and provide tactile warning of impending stall. The angle-of-attack transmitter causes the stick shakers to be powered when the proper threshold is reached.

WARNING If the angle-of attack vane heater fails and the vane becomes iced, the stick shaker may not operate or may activate at normal approach speeds. AOA HTR FAIL annunciates if this condition exists. • The approach indexer on the pilot glareshield provides a heads-up display of deviation from the approach reference. The display is in the form of three illuminated symbols that indicate the airplane angle of attack: • When the airplane speed is on reference, the green center circle illuminates. • As the speed decreases from reference (.6 AOA), the circle illumination dims and the top red chevron illumination increases until the top chevron is illuminated and the circle is extinguished. The top red chevron points down, indicating that the angle of attack must be decreased to eliminate the deviation. • When the airplane is accelerating from the onspeed reference, the illumination of the green circle dims and illumination of the bottom yellow chevron increases until the circle is extinguished and only the bottom chevron is illuminated. The bottom yellow chevron points up to indicate that the angle of attack must be increased to eliminate the deviation. • The indexer is active any time the nose gear is down and locked and the airplane is not on the ground. There is a 20-second delay after takeoff before the indexer activates. • Stall strips on the leading edge of each wing create turbulent airflow at high angles of attack, causing a buffet to warn of approaching stall conditions. This system is considered a backup to the angle-of-attack stick shaker system in case of malfunctions and electrical power failure.

SRX-96

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

STANDBY INSTRUMENTS Standby Flight Display (SFD, Goodrich GH-3000) • The GH 3000 (3-inch display) is on the center instrument panel between DU 1 (left PFD) and DU 2 (MFD). The standby HSI is just below the GH 3000. • The Goodrich GH 3000 features a DC-powered full-color, active matrix LCD indicator; dimmable fluorescent backlighting and full range of navigation interface capabilities, including the ADC-3000 air data computer and the MAG-3000 magnetometer. It combines precision altitude, heading, and airspeed/Mach indications into one composite instrument (Figure SRX-45). • Absent main DC power, the GH 3000 is powered by a Securaplane 10.5-amp/hr battery pack. The battery is on the lower rack of the forward avionics compartment. This battery can power the SFD approximately 180 minutes. A green test light (STBY PWR switch) indicates at least 75% capacity. SLIP/SKID INDICATION MACH INDICATION

BAROMETRIC SETTING

VMO/MMO TAPE

.71M

30.15 in

60 40

AIRSPEED INDICATION

1 30 9

HEADING TAPE

10

10

1500

13 20 00 10

10

678M 1000

ALTITUDE INDICATION METRIC ALTITUDE

N

33 M

LIGHT SENSOR

MENU BUTTON

ADJUSTMENT KNOB

Figure SRX-45. Standby Flight Display—GH 3000

FOR TRAINING PURPOSES ONLY

SRX-97

CITATION XL/XLS PILOT TRAINING MANUAL

• With the STBY PWR switch ON, the display operates using the menu access button and adjustment knob. There are four main menus. Press menu access button, rotate adjustment knob to: •

FAST ERECT—Press knob to initiate

•

SET BRIGHTNESS OFFSET—Press knob for submenu, rotate knob to adjust, press knob to finish

•

NAV (ON or OFF)—Press knob to toggle for opposite of current condition

•

BARO TYPE—Press knob for submenu, rotate knob to select type, press knob to finish

Standby Horizontal Situation Indicator (HSI): • The standby HSI is a 3-inch instrument on the center instrument panel, directly below the standby flight display tube. It provides navigational guidance in case of PFD/flight director failure, and is powered by the emergency bus (Figure SRX-46). • The standby HSI displays compass heading (No. 2 AHRS), and navigation inputs from NAV 1, (i.e., glide slope, localizer deviation, and airplane position relative to VOR radials). The compass card is graduated in 5° increments, and a lubber line is fixed at the fore and aft positions. A fixed reference airplane is in the center of the HSI, aligned with the lubber line markings. In addition, there is a course deviation bar and course cursor, as well as a blue ADF needle that displays ADF 1 bearings and rotates around the outer portion of the dial (not available with loss of normal DC power).

Figure SRX-46. Standby HSI SRX-98

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

CLOCKS • A digital Davtron (Model M877) clock on the center instrument panel can display four functions: local time, GMT, flight time, and elapsed time. Two versions of elapsed time may be selected: count up or count down. • The clock has two control buttons: SEL (select) and CTL (control). The SEL button is used to select the desired function and the CTL button is used to start and reset the selected mode. • Enable the flight time mode with a landing gear squat switch, which causes the clock to operate any time the airplane weight is off the landing gear. The flight time may be reset by the pilots. • Each PFD contains a digital clock showing GMT synchronized by the FMS. Each PFD also contains an elapsed timer and countdown timer controlled by ET1–2 and ST1–2 buttons on the multifunction controller in the pedestal. • ET1–2 starts, stops, and resets the elapsed timer and the countdown timer. ST1 is used, along with the data set knob or the multifunction controller, to set a countdown time.

TCAS II • TCAS ll detects and tracks aircraft in the vicinity of your own airplane. It interrogates the transponders of other aircraft and analyzes the signals to range and bearing, and relative altitude if it is being reported. It then issues visual and aural advisories so that the crew may perform appropriate vertical avoidance maneuvers. TCAS control is provided through the RMUs. • The TCAS button on each display controller allows selection of TCAS targets overlaid on the HSI in either ARC or MAP modes for either pilot or copilot PFD. • The TCAS button on the multifunction controller allows selection of either MFD map overlay or MFD TCAS zoom window.

TERRAIN AWARENESS AND WARNING SYSTEM (TAWS): • The standard Allied Signal enhanced ground proximity warning system (EGPWS) provides visual and aural warnings of terrain in the following basic EGPWS modes: 1.

Excessive rate-of-descent with respect to terrain (Mode 1).

2.

Excessive closure rates to terrain (Mode 2).

3.

Negative climb before acquiring a predetermined terrain clearance after takeoff or a missed approach (Mode 3).

FOR TRAINING PURPOSES ONLY

SRX-99

CITATION XL/XLS PILOT TRAINING MANUAL

4.

Insufficient terrain clearance based on flap configuration (Mode 4).

5.

Inadvertent descent below glide slope (Mode 5).

6.

Minimums callout upon reaching DH (Mode 6).

7.

SMART 500 callout—Altitude callout at 500 AGL (Mode 6).

8.

Excessive bank angle alerting (Mode 6).

9.

Windshear warning and windshear caution alerts (Mode 7).

In addition, the enhanced ground proximity warning system provides the following terrain map enhanced modes: 1.

Terrain clearance floor exceedance.

2.

Look-ahead cautionary terrain alerting and warning awareness.

3.

Terrain awareness display. EGPWS provides display of approximate terrain and obstacles. The terrain display is color and intensity-coded (by density) to provide visual indication of the relative vertical distance between the airplane and the terrain.

4.

The EGPWS terrain overlay can be selected for display on either PFD HSI or MFD MAP mode using the TERR button on either display controller or multifunction controller.

AREA NAVIGATION • Universal avionics systems UNS-1 Esp flight management system (FMS) is a centralized control and master computer system, designed to consolidate and optimize the acquisition, processing, interpretation, and display of certain airplane navigation and performance data. The UNS-1 Esp FMS system may be installed as GPS only or multisensor system. Digital air data information (including baro-corrected altitude and true airspeed) and heading input is required of all installations. • Each individual navigational sensor is specifically designed for primary navigation. The FMS system takes advantage of the good properties of a particular sensor, while minimizing its liabilities. The system processes multiple range information from the DME, true airspeed data from the air data computer, velocity and position information from the long-range navigation sensors, and airplane heading, in order to derive one best computed position (BCP). • The FMS contains a memory capacity of up to 100,000 waypoints. The stored Jeppesen database provides the capacity for complete coverage for SIDs, STARs, approaches, high/low airways, navaids, IFR intersections and airports with runways longer than 4,000 feet with IFR approaches in the worldwide data base. It provides the capability for:

SRX-100

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

1.

Pilot data storage

2.

Company route data

3.

Off-line flight planning

4.

Fuel management monitoring

5.

Frequency management

6.

Lateral guidance and steering

7.

Vertical guidance—VNAV (with FD/AP coupling authority)

• The Honeywell FMZ is optional.

LOCATOR BEACON • The ELT 110-406 emergency locator transmitter (ELT) provides a modulated omnidirectional signal, transmitted simultaneously on emergency frequencies 121.50, 243.00, and 406 MHz. The system activates by an impact of 5.0 +2/–0 g, or manually by a remote ON–OFF switch forward of the left CB panel, and provides a GPS navigation interface to transmit your position.

STATIC WICKS • A static electrical charge, commonly referred to as P (precipitation) static, builds up on the surfaces of the airplane in flight and causes interference in radio and avionics equipment operation. The static wicks are on the wing and empennage trailing edges, and dissipate static electricity in flight. • There are a total of 20 static wicks: •

One on each wingtip.

•

Four on each wing trailing edge outboard of the aileron.

•

One on the trailing edge of each aileron.

•

Two on the trailing edge of each elevator.

•

Two on the upper trailing edge of the rudder.

•

One on the top of the rudder.

•

One on the tail stinger.

•

One or more missing static wicks cause radio P-static.

• Some static wicks may be missing for dispatch. Refer to AFM “Normal Procedures” or MEL for conditions. FOR TRAINING PURPOSES ONLY

SRX-101

ADF 2 (OPTIONAL) ADF 1

TCAS II UPPER (OPTIONAL) GPS 1

LIGHTNING DETECT SATCOM

ACM AIR INLET APU EXHAUST RH SIDE APU AIR INLET RH SIDE

HF

GPS 2 (OPTIONAL) RADAR 12 INCH STORMSCOPE (OPTIONAL)

GLIDESLOPE DME2 DME1

TRANSPONDER 1

TRANSPONDER 2

RADAR ALTIMETER

MARKER BEACON FWD LAVATORY DRAIN RADAR ALTIMETER COM2

GEAR BLOWDOWN VENT

TCAS II LOWER

ACM EXHAUST RH SIDE APU FUEL DRAIN TAILCONE FRESH AIR INLET RH SIDE ENGINE DRAIN AFIS BATTERY VENT HYDRAULIC RESERVOIR DRAIN MAGNASTAR REAR LAV / CONDENSER DRAIN

CITATION XL/XLS PILOT TRAINING MANUAL

DIVERSITY TRANSPONDER 1 (LH SIDE) DIVERSITY TRANSPONDER 2 (RH SIDE)

LOCATOR BCN COMM 1

ANTENNA AND DRAIN TUBE

NAV 1 & 2

FLUX VALVE

Antenna and drain tube locations are shown in Figure SRX-47.

FOR TRAINING PURPOSES ONLY

Figure SRX-47. Excel Antenna and Drain Tube Locations

SRX-102

MAGNETOMETER

CITATION XL/XLS PILOT TRAINING MANUAL

MASTER WARNING CONTENTS Page ANNUNCIATORS........................................................................... MW-1 Master Warning Switchlights.................................................. MW-1 Master Caution Switchlights .................................................. MW-1 XLS ROTARY TEST ..................................................................... MW-17 EXCEL ROTARY TEST................................................................ MW-20 ACRONYMS ................................................................................. MW-22

FOR TRAINING PURPOSES ONLY

MW-i

CITATION XL/XLS PILOT TRAINING MANUAL

ILLUSTRATIONS Figures MW-1 MW-2 MW-3

Title Page XLS Annunciators ...................................................... MW-3 Excel Annunciators...................................................... MW-5 Rotary Test Knob ...................................................... MW-17

TABLES Tables MW-1 MW-2 MW-3 MW-4 MW-5 MW-6 MW-7

Title Page Master Warning/Caution Switchlights ........................ MW-2 Master Warning Annunciators .................................... MW-7 Auxiliary Annunciators ............................................ MW-14 Thrust Reversers........................................................ MW-15 Fire Switchlights ...................................................... MW-16 APU Annunciators .................................................... MW-16 Acronyms .................................................................. MW-22

FOR TRAINING PURPOSES ONLY

MW-iii

CITATION XL/XLS PILOT TRAINING MANUAL

MASTER WARNING ANNUNCIATORS Annunciators are classified as WARNING, CAUTION, and ADVISORY.

MASTER WARNING SWITCHLIGHTS The crew is alerted to a warning condition with the two red MASTER WARNING switchlights. Both MASTER WARNING switchlights flash when triggered by a warning condition and must be immediately reset so they can reilluminate if another warning occurs. Red and a limited number of amber annunciators can trigger the red MASTER WARNING switchlights. The MASTER WARNING switchlights do not automatically reset if triggered, the switchlights must always be pressed to extinguish. The illumination of a red LH or RH ENGINE FIRE light does not trigger the MASTER WARNING switchlights. The illumination of the red-flashing MASTER WARNING switchlights require the immediate attention and immediate action of the crew. • Warning annunciators are red and are on the master warning panel. When triggered, the red annunciators flash and cause the MASTER WARNING switchlights to illuminate flashing. Amber annunciations that cause the red MASTER WARNING switchlights to illuminate include both amber GEN OFF L and R annunciators together and the amber thrust reverser ARM and/or UNLOCK lights (in-flight only). The previous conditions are considered serious and therefore activate the MASTER WARNING switchlights. Pressing a MASTER WARNING switchlight extinguishes both and causes the triggering red or amber annunciator to cease flashing and illuminate steady.

MASTER CAUTION SWITCHLIGHTS The crew is alerted to an amber caution condition with the amber MASTER CAUTION switchlights. Both switchlights illuminate steady when triggered by a “flashing” amber or white annunciator. Both MASTER CAUTION switchlights illuminate steady when triggered by a caution condition and must be immediately reset so they can reilluminate if another caution occurs. Flashing amber and white annunciators trigger the MASTER CAUTION switchlights. The MASTER CAUTION switchlights will automatically extinguish and reset should the triggering annunciator or condition be corrected or go away before one of two switchlights is pressed.

FOR TRAINING PURPOSES ONLY

MW-1

CITATION XL/XLS PILOT TRAINING MANUAL

The illumination of the amber MASTER CAUTION switchlights requires the immediate attention and subsequent action of the crew. • Caution annunciators are generally amber and are on the master warning panel. Exceptions include the white FUEL XFEED and the white GND IDLE advisory annunciators. If an amber or white annunciator flashes, it will trigger the steady-amber MASTER CAUTION switchlights. If an amber annunciator illuminates steady, it will not illuminate the MASTER CAUTION switchlights. Amber annunciators that illuminate steady indicate a system status and not a malfunction. Some amber annunciators illuminate steady, but later flash indicating the respective system’s status has changed to malfunction. See the individual annunciator for specifics. • Advisory Annunciators are white and located on the Master Warning Panel. White annunciators indicate system status and do not flash or trigger the MASTER CAUTION switchlights. Exceptions include the white FUEL XFEED and the white GND IDLE annunciators. These two exceptions initially illuminate steady, but can later flash and trigger the MASTER CAUTION switchlights. See the individual annunciator for specifics. • General logic—If the annunciator flashes, it indicates a malfunction regardless of color, and requires attention. If an annunciator illuminates steady, it is advisory in nature. Color indicates the severity of the alert and speed at which attention is required. Table MW-1. MASTER WARNING/CAUTION SWITCHLIGHTS ANNUNCIATOR

DESCRIPTION MASTER WARNING switchlights—Both switchlights flash to alert the crew to a warning situation. Three red annunciators, the illumination of the amber L and R GEN OFF annunciators (dual generator failure), and the amber thrust reverser ARM and UNLOCK lights inflight trigger these red-flashing switchlights. The MASTER WARNING switchlights are not triggered by the ENGINE FIRE light. The illumination a single MASTER WARNING switchlight indicates a malfunction of the master warning system. MASTER CAUTION switchlights—Both switchlights illuminate steady to alert the crew to a caution condition. All flashing amber and white annunciators trigger the MASTER CAUTION switchlights. Steady amber and white annunciators do not trigger the switchlights. The illumination of a single MASTER CAUTION switchlight indicates a malfunction of the master warning system.

MW-2

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CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

AUXILIARY ANNUNCIATORS

MW-3

Figure MW-1. XLS Annunciators (Sheet 1 of 2)

MW-4

BATT O'TEMP

CAB ALT

>160 FUEL GAUGE L

R

LO FUEL LEVEL L

R

FUEL XFEED

L

R

LO HYD FLOW

L

L

R

EEC MANUAL L

R

LO FUEL PRESS L

R

R

GEN OFF L

LO HYD LEVEL HYD PRESS

STAB MIS COMP SPD BRK EXTEND

AFT J-BOX

AC BEARING

R

LMT CB

W/S FAULT

W/S O'HEAT

L

L

R

R

L

R

F/W SHUTOFF L

R

APU FIRE

MASTER WARNING RESET

MASTER CAUTION RESET

TERR NORM TERR INHIB

TAWS FLAP NORM TAWS FLAP OVRD

ENG VIB L

OIL FLTR BP

R

L

R

RUDDER BIAS FIRE EXT BOTL LOW

FUEL FLTR BP

FIRE DET SYS

ACC DOOR UNLOCKED

L

R

L

R

NOSE TAIL

GND IDLE NO TAKEOFF

DOOR SEAL CABIN DOOR

EMER EXIT LAV DOOR

BLD AIR O'HEAT

BIAS HEATER FAIL

CABIN TEMP CTL

APU FAIL

BLEED VAL OPEN

CANCELED

R

STBY P/S HTR AOA HTR FAIL

READY TO LOAD

TAWS TEST

L

EMER PRESS ACM O'HEAT

LO BRK PRESS ANTISKD INOP

APU RELAY ENGAGED

TAWS G/S

P/S HTR

FD/AP PFD 1 FD/AP PFD 2

AIR DUCT O'HEAT

AHRS AUX PWR 1 RADOME FAN

CKPT CAB

L

R

RMT NRM

Figure MW-1. XLS Annunciators (Sheet 2 of 2)

L CHECK PFD 1 CHECK PFD 2

APU GEN OFF

2

TL DEICE FAIL R

WING O'HEAT L

R

AUDIO SPK/HPH AUDIO HPH ONLY

ENG ANTI-ICE L

R

TL DEICE PRESS L

R

WING ANTI-ICE L

R

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FUEL BOOST

LO OIL PRESS

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

AUXILIARY ANNUNCIATORS

MW-5

Figure MW-2. Excel Annunciators (Sheet 1 of 2)

MW-6

BATT O'TEMP

CAB ALT

>160 FUEL GAUGE L

R

LO FUEL LEVEL L

R

FUEL XFEED

L

R

LO HYD FLOW

L

L

R

EEC MANUAL L

R

LO FUEL PRESS L

R

R

GEN OFF L

LO HYD LEVEL HYD PRESS

STAB MIS COMP SPD BRK EXTEND

AFT J-BOX

AC BEARING

R

LMT CB

W/S FAULT

W/S O'HEAT

L

L

R

R

L

R

F/W SHUTOFF L

R

ENG VIB L

R

OIL FLTR BP L

R

RUDDER BIAS FIRE EXT BOTL LOW

FUEL FLTR BP

FIRE DET SYS

ACC DOOR UNLOCKED

L

R

L

R

NOSE TAIL

GND IDLE NO TAKEOFF

P/S HTR L

R

LO BRK PRESS ANTISKD INOP

STBY P/S HTR AOA HTR FAIL

DOOR SEAL CABIN DOOR

EMER EXIT LAV DOOR

EMER PRESS ACM O'HEAT

AP PITCH MISTRIM AP ROLL MISTRIM

AHRS AUX PWR

AIR DUCT O'HEAT

RADOME FAN

TL DEICE FAIL

CKPT CAB BLD AIR O'HEAT L

Figure MW-2. Excel Annunciators (Sheet 2 of 2)

R

1

L CHECK PFD 1 CHECK PFD 2

2

R

WING O'HEAT L

R

ENG ANTI-ICE L

R

TL DEICE PRESS L

R

WING ANTI-ICE L

R

CITATION XL/XLS PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FUEL BOOST

LO OIL PRESS

CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-2. MASTER WARNING ANNUNCIATORS ANNUNCIATOR

DESCRIPTION BATTERY O’TEMP—Flashes if the battery is too hot. Temperature has reached 145°F. If battery temperature reaches 160°F or greater, both annunciator segments (>160° and BATTERY O’TEMP) flash. This annunciation is triggered by a dedicated sensor independent of the battery temperature gauge. Because the battery temperature gauge uses a separate sensor, the gauge can be used to check the validity of the red annunciator. CAB ALT—Flashes if cabin altitude reaches 10,000 feet. Illumination occurs at 14,500 feet if the pressurization controller detects operation out of or into a high altitude airport (8,100–14,000 feet) and the aircraft is below 24,500 feet. LO OIL PRESS—Flashes if oil pressure is below 20 psi. Illumination is triggered by a dedicated pressure switch. Because the oil pressure gauge uses a separate sensor, the pressure gauge can be used to verify the validity of the red annunciator. LO HYD FLOW—Flashes if the hydraulic fluid flow rate is below normal. Illumination occurs after a 5-second delay with the engine operating. Annunciator normally indicates a pump failure.

LO HYD LEVEL—Flashes for a low fluid quantity in the hydraulic reservoir (fluid quantity is 74 cu. in. or below).

HYD PRESS—Steady illumination indicates the hydraulic system is pressurized. This illumination is normal with all hydraulic subsystem selections. Illumination extinguishes when the respective subsystem operation is complete. Flashing illumination inflight indicates the hydraulic system has remained pressurized for 40 seconds. STAB MISCOMPARE—Steady illumination occurs on ground if the horizontal stabilizer does not agree with the flap handle position within 30 seconds. This condition contributes to the NO TAKEOFF annunciation. Flashing annunciator in flight indicates: (1) the horizontal stabilizer does not agree with the flap handle within 30 seconds or, (2) the aircraft has exceeded 200 KIAS after takeoff with the flap handle greater than 0°. SPD BRK EXTEND advisory—Steady illumination indicates the left and right speedbrake panels are fully extended. This condition contributes to the NO TAKEOFF annunciation.

FOR TRAINING PURPOSES ONLY

MW-7

CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-2. MASTER WARNING ANNUNCIATORS (Cont.) ANNUNCIATOR

DESCRIPTION ENG VIB advisory—Steady illumination indicates a vibration has been detected in the respective engine.

OIL FLTR BP—Flashes to indicate oil filter contamination. The respective oil filter is partially or completely blocked. Bypass is impending. The filter may or may not be bypassing.

GND IDLE Advisory—Steady illumination indicates the aircraft is on the ground and one or both engines are in ground idle mode (N2 rpm 47% minimum). This steady illumination appears 8 seconds after landing. Flashing illumination occurs after takeoff if an engine has remained in ground idle mode. The MASTER CAUTION lights illuminate with this flashing annunciator. The EEC switches must be AUTO for any illumination. NO TAKEOFF—Steady illumination indicates the aircraft is onground and not properly configured for takeoff. The following contribute to this condition: • Flaps are not in takeoff range (7 or 15°) • Speedbrakes are extended • Pitch trim is not in takeoff range • Stab miscompare • Parking brake set (UK registered aircraft only) P/S HTR—Flashing illumination occurs and the gear horn sounds if the throttles are advanced for takeoff with the NO TAKEOFF condition active. Steady illumination onground with the pitot static switch OFF. Flashing illumination occurs if: (1) the throttles are advanced for takeoff with the switch OFF, (2) inflight if the switch is OFF, or (3) a respective primary pitot tube or static port has lost electrical current (malfunction). EMER PRESS—Flashes to indicate emergency pressurization is active. The system can be manually or automatically activated. Automatic activation includes: (1) ACM O’HEAT, (2) cabin altitude 14,500 feet, or (3) the NORM PRESS circuit breaker is out. If selected onground, the light illuminates but the valve does not open. ACM O’HEAT—Flashes to indicate the ACM has overheated and shutdown. EMER PRESS annunciation will also illuminate.

MW-8

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-2. MASTER WARNING ANNUNCIATORS (Cont) ANNUNCIATOR

DESCRIPTION AP PITCH MISTRIM (Excel only)—Flashes to indicate the elevators are out of trim with the autopilot. The green “UP” or “DN” light illuminates on the face of the autopilot control panel indicating the out-of-trim direction. AP ROLL MISTRIM (Excel only)—Flashes to indicate the ailerons are not trimmed with the autopilot. XLS—AP PITCH and ROLL mistrim annunciations appear in the PFDs. AHRS AUX POWER Advisory—Steady illumination indicates the respective AHRS is powered by the auxiliary battery in the right nose compartment. Illumination is normal during engine start with the avionics switch OFF. With the avionics switch ON, illumination indicates the AHRS has transferred to the auxiliary battery due to a malfunction (i.e., circuit breaker is out). ENG ANTI-ICE—Steady illumination indicates the system is warming up. Flashing illumination indicates the system has not warmed up properly. A 4-minute and 45-second warm-up period is required before the light begins flashing. If the system warms up but later becomes inoperative, the annunciator flashes immediately. Causes for a flashing light include the loss of stator vane heat or the engine nacelle is too cold. This annunciator also flashes if engine anti-ice is selected OFF and the stator vane heating valve does not close. The engine anti-ice monitoring sensors are enabled when wing anti-ice is selected ON. FUEL GAUGE—Flashes to indicate a fault is detected in the fuel gauging system. BIT lights illuminate on the fuel quantity signal conditioner (FQCS) indicating the faulted area. The battery switch must be left ON after landing for light to remain illuminated. LO FUEL LEVEL—Flashes to indicate the usable fuel level in the wing fuel tank is 360 ± 20 pounds. Limitation: The respective fuel boost pump must be turned ON.

EEC MANUAL advisory—Illuminates steady to indicate the respective electronic engine control (EEC) is in manual mode. The EEC switch has been selected to MAN or the EEC has automatically reverted to manual. GEN OFF—Illuminates steady on the ground with the engine shut down. Flashing illumination indicates the generator relay is open and the generator is off line. Flashing illumination of the L and R lights indicate a dual generator failure. The MASTER CAUTION and MASTER WARNING lights illuminate for a dual failure.

FOR TRAINING PURPOSES ONLY

MW-9

CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-2. MASTER WARNING ANNUNCIATORS (Cont) ANNUNCIATOR

DESCRIPTION AFT J BOX—Flashes to indicate an open 225 amp current limiter in the tail cone J Box. AFT J BOX CB—Flashes to indicate an open 5 amp start control circuit breaker in the tail cone J box. AC BEARING advisory—Illuminates steady to indicate respective alternator bearing failure impending within approximately the next 20 hours of operation.

RUDDER BIAS—Flashes to indicate a rudder bias system fault. The rudder bias valve is not in its commanded position.

FIRE EXT BOTL LOW—Flashes when either engine fire extinguisher bottle pressure is low or discharged.

FUEL FLTR BP—Flashes when the fuel filter is contaminated. The filter may or may not be bypassing. A pressure switch has detected differential across the filter.

LO BRK PRESS—Flashes to indicate power brake pressure is low. The ANTISKD INOP light illuminates with all low brake pressure conditions indicating that antiskid is also inoperative. These flashing lights and the MASTER CAUTION lights cannot be canceled during ground operations for SNs 5222 and on, or earlier SNs with SB 32-17 performed. ANTISKD INOP—Steady illumination indicates a self-test in operation or the switch is OFF. Flashing illumination indicates the system is inoperative. For ANTISKD illumination only, the power brakes remain operational. Limitation: Antiskid must be operational for takeoff. STBY P/S HTR—Steady illumination on ground indicates the pitotstatic switch is OFF. Flashing illumination occurs if: (1) the throttles are advanced for takeoff with the switch OFF, (2) inflight if the switch is OFF, or (3) the standby pitot tube or static port loses electrical current (malfunction).

MW-10

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CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-2. MASTER WARNING ANNUNCIATORS (Cont) ANNUNCIATOR

DESCRIPTION AOA HTR FAIL—Steady illumination on ground indicates the pitotstatic switch is OFF. Flashing illumination indicates: (1) on ground the switch is OFF and the throttle has been advanced for takeoff, (2) the switch is placed to OFF inflight, or (3) the switch is ON, ground or inflight, and the AOA vane has lost electrical current (malfunction). AIR DUCT O’HEAT—Flashes to indicate the bleed-air temperature in the respective cockpit or cabin under-floor supply duct is too high (300° or more).

RADOME FAN—Flashes to indicate a failure of the radome cooling fan. Limitations: On-ground operations are limited to 30 minutes with dispatch into VMC only, unless an IC HOT annunciation appears. FDR FAIL advisory (optional)—Steady illumination indicates the optional flight data recorder is inoperative.

TAIL DEICE FAIL—Flashes to indicate the respective horizontal stabilizer boot has not properly inflated. Possible controller failure.

TAIL DEICE PRESS advisory—Illuminates steady to indicate the respective horizontal stabilizer boot has inflated properly. With the deice switch in AUTO, normal operation is indicated by an 18-second cycle period: left light illuminates for 6 seconds, light extinguishes for 6 seconds, right light illuminates for 6 seconds. The cycle will repeat 3 minutes later. Deice switch in manual illuminates the L and R lights simultaneously. FUEL XFEED advisory—Steady illumination indicates the crossfeed valve has opened after selecting CROSSFEED. Flashing illumination indicates the crossfeed valve has failed to close after CROSSFEED is selected OFF. The MASTER CAUTION lights illuminate. FUEL BOOST—Steady illumination indicates the respective boost pump is receiving power. Steady illumination occurs during normal operations. These operations include: (1) manual selection ON, (2) automatic activation during engine start, or (3) crossfeed operations. Flashing illumination occurs when the boost pump is activated because of low fuel pressure. All automatic activations require the FUEL BOOST switch in the NORM position.

FOR TRAINING PURPOSES ONLY

MW-11

CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-2. MASTER WARNING ANNUNCIATORS (Cont) ANNUNCIATOR

DESCRIPTION LO FUEL PRESS—Steady illumination appears before engine start. Flashing illumination indicates low fuel pressure in the engine fuel supply line anytime after start.

W/S FAULT—Steady illumination appears on ground before engine start due to the AC alternator off-line status. Exception—On the ground and before engine start, the light begins flashing 8 seconds after a controller has failed. Flashing illumination, after engine start, indicates a windshield heat system fault (i.e., controller or alternator failure, or W/S O’HEAT). W/S O’HEAT—Flashes to indicate the respective windshield has over-heated. The W/S FAULT also illuminates and windshield heat shuts down. The system may automatically reactivate after cooling followed by another system shutdown at the overheat point (cycle on and off). F/W SHUTOFF—Flashes to indicate the respective fuel and hydraulic firewall shutoff valves have closed and the generator field relay has tripped. This annunciation occurs after the engine fire switchlight has been pressed. All three conditions are required for light illumination. FIRE DET SYS—Flashes to indicate a failure in the respective engine fire detection system. Fire detection failure can be verified with the rotary test switch. Engine fire extinguishing remains operational.

ACC DOOR UNLOCK–NOSE—Flashes to indicate one of the nose avionics doors is not properly latched. The two bottom latches on each door are monitored (four total). TAIL—The baggage or tail cone door is not properly latched. SNs 188 and on or otherwise modified, the battery door is also monitored by the TAIL. DOOR SEAL—Illuminates steady on ground with the main door open or the main door is closed and service bleed air is not available (engine or APU not operating). Flashing light indicates the main door is closed, service air is available, but the primary pressure seal has not properly inflated. The acoustic seal is not monitored. CABIN DOOR—Illuminates steady on ground with the main door open. Flashing light indicates the main door is closed and the door is not properly locked or the internal vent door is not closed. Main door closure without power on the aircraft may cause illumination. Visual indicators next to the door can be checked for improper door pin, door

MW-12

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CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-2. MASTER WARNING ANNUNCIATORS (Cont) ANNUNCIATOR

DESCRIPTION EMER EXIT—Flashes to indicate the emergency exit door is not locked or the position switch has failed.

LAV DOOR—Flashes if either lavatory door is not stowed open during ground or in-flight operations when the flaps are selected more than 0°.

BLD AIR O’HEAT—Flashes to indicate bleed air exiting the pylon precooler has exceeded temperature limits (560°). Wing anti-ice on the affected side is inoperative.

CHECK PFD 1/2—Flashes to indicate there is a malfunction in the respective PFD. The IAC to PFD to IAC wrap-around function indicates a malfunction. Limitation: The autopilot may not be used. WING O’HEAT—Flashes to indicate a bleed-air leak into the wing purge air passage. The affected side wing anti-ice automatically shuts off. If wing anti-ice is in use, it reactivates when the leading edge cools (cycle ON and OFF). Wing overheat sensors are active with or without the anti-ice switches ON. WING ANTI-ICE—Steady illumination, ground or inflight, indicates that wing anti-ice has been selected ON and the surface is warming up. Flashing illumination indicates the surface is too cold. A 4-minute and 45-second warm-up period is required before the light begins flashing. If the surface reaches operating temperature, but later becomes too cold, the light flashes immediately. The undertemperature sensors are enabled when wing anti-ice is selected ON. AP OFF or YD OFF (Excel only)—Illumination occurs when the autopilot or yaw damper is manually disconnected by the crew or automatically disconnected due to malfunction. This annunciator is next to the L and R MASTER WARNING/MASTER CAUTION switchlights. XLS—AP and YD OFF annunciations appear in the L and R PFDs.

FOR TRAINING PURPOSES ONLY

MW-13

CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-3. AUXILIARY ANNUNCIATORS ANNUNCIATOR

DESCRIPTION APU GEN OFF advisory (XLS only)—Steady illumination indicates the APU is operating and its generator is off line.

BIAS HEATER FAIL (Excel and XLS)—Steady illumination indicates the rudder bias heating blanket is heating. Flashing light indicates blanket sensor failure. Pressing the light causes steady illumination. This annunciator does not activate the MASTER CAUTION lights FD/AP PFD 1 OR 2 (Excel and XLS)—Switchlight indicates the No.1 or 2 flight director is controlling the autopilot. Press the switchlight to change flight directors. Switching flight directors with the autopilot engaged causes the autopilot to revert to basic pitch and heading hold modes. The flight director modes must be reselected. TERR NORM (Excel and XLS)—Switchlight indicates the enhanced GPWS or TAWS warnings occur normally and the terrain map is displayed on the MFD. TERR INHIB—When selected, inhibits the enhanced TAWS (EGPWS) warnings and the terrain map. Modes 1-7 remain active. TAWS FLAP NORM (XLS)—Switchlight indicates that the TOO LOW FLAPS audio warning activates when the aircraft is below approximately 245 feet AGL, less than 160 KIAS, and landing flaps are not selected. TERR INHIBIT—When pressed, the switch disarms or cancels the audio warning for landing with flaps less than 35°. The Excel switchlight is labeled “GPWS FLAP NORM” and “GPWS O’RIDE”. The functions are the same. TAWS G/S (XLS)—Switchlight indicates normal GLIDESLOPE audio warnings are active for deviations below the glideslope. The GLIDESLOPE warning sounds if the aircraft is below 1000 feet AGL, descending greater than 500 fpm, and below 1.3 dots. TAWS FLAP O’RIDE—When pressed, disables the GLIDESLOPE audio warnings. The Excel switchlight is labeled “GPWS G/S” and “O’RIDE.” The functions are the same. TAWS TEST (XLS)—Pressing the switchlight initiates the TAWS system test. This test function is inhibited inflight. The Excel switchlight is labeled “GPWS TEST.” The functions are the same.

MW-14

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CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-3. AUXILIARY ANNUNCIATORS (Cont) ANNUNCIATOR

DESCRIPTION AUDIO SPK/HPH (Excel and XLS)—Indicates normal operating mode (default position). Audio communications are active through the cockpit speakers and crew headsets. AUDIO HPH ONLY—Pressing the switchlight mutes all avionics audio through the cockpit speakers including TCAS and TAWS (EGPWS). The gear horn and NO TAKEOFF warnings are not inhibited. PHONE CALL (Excel and XLS) (Optional)—Steady illumination for an incoming HF radio call.

CABIN TEMP CTL–NRM (Excel and XLS)—Indicates that cabin temperature is controlled from the cockpit temperature controller. RMT—When pressed, transfers the cabin temperature control to the cabin.

Table MW-4. THRUST REVERSERS ANNUNCIATOR

DESCRIPTION ARM—Illumination indicates pressure is available to the thrust reverser (pressure is sensed passed the isolation valve). Illumination is normal on ground during TR operation, but abnormal inflight. Illumination inflight causes the red MASTER WARNING lights to flash. UNLOCK—Illumination indicates the thrust reverser is unlocked. Illumination is normal on ground during TR operation, but abnormal inflight. Illumination inflight causes the red MASTER WARNING lights to flash. DEPLOY—Illumination of the white light indicates the thrust reverser is deployed. Illumination is normal on ground during TR operation, but abnormal inflight.

FOR TRAINING PURPOSES ONLY

MW-15

CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-5. FIRE SWITCHLIGHTS ANNUNCIATOR

DESCRIPTION ENGINE FIRE—Illumination indicates high temperature is detected in the engine nacelle. Pressing the switchlight: 1. Closes the fuel F/W shutoff valve. 2. Closes the hydraulic F/W shutoff valve. 3. Deactives the engine generator (opens the field relay). 4. Disarms the thrust reverser. 5. Arms the engine fire bottles.

BOTTLE ARMED 1/2 switchlight—Illumination of the white light indicates the respective engine fire bottle is armed. When pressed, the bottle discharges. The red ENGINE FIRE switchlight must be pressed to illuminate the BOTTLE ARMED lights. APU FIRE—Illumination indicates high temperature in the APU compartment. The APU automatically shuts down and the APU FAIL light illuminates. Pressing the red switchlight discharges the APU fire bottle. If the switchlight is not pressed, the fire bottle automatically discharges in 8 seconds.

Table MW-6. APU ANNUNCIATORS ANNUNCIATOR

DESCRIPTION APU RELAY ENGAGED—Illumination indicates the APU relay is engaged during APU start. Illumination also occurs when the APU generator participates in an engine start.

APU FAIL—Illumination indicates the APU will not start due to a system malfunction (i.e., the APU fire bottle is low or the fire detection system is inoperative). If the APU is operating, the light indicates the APU is shutting down. Reasons for automatic shutdown include fire detected in the APU compartment or the fire bottle is low. Limitation: Starting the APU is prohibited whenever the APU FAIL light is illuminated. BLEED VAL OPEN advisory—Illumination indicates APU bleed air valve (BAV) is other than closed.

READY TO LOAD advisory—Illumination indicates the APU start is complete and at operating speed (95% rpm + 4 seconds). The APU generator and bleed air can be selected after illumination. The light remains illuminated during APU operation.

MW-16

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

TEST SPARE

OFF

AVN

LDG GEAR

ANNU

BATT TEMP

ANTI SKID OVER SPEED

FIRE WRN

W/S TEMP

STICK SHAKER T / REV

Figure MW-3. Rotary Test Knob

XLS ROTARY TEST OFF—The red light is extinguished, and the test system is shut off. FIRE WARN—Both red ENG FIRE lights illuminate, indicating continuity. LDG GEAR—The green NOSE, LH, and RH lights and the red GEAR UNLOCKED lights illuminate, and the gear warning horn sounds. BATT TEMP—BATT O'HEAT/>160° annunciator illuminates, the MASTER WARNING lights flash (cancelable), and the battery temperature gauge indicates 160°F. STICK SHAKER—Stick shakers on both control columns will immediately operate. The AOA gauge needle swings to the top of the red band. The AOA indexer initially illuminates then extinguishes the amber chevron followed by the green “donut” leaving only the red chevron flashing. T/REV—Both thrust reverser indicators, ARM, UNLOCK, and DEPLOY lights illuminate. MASTER WARNING lights flash (cancelable). W/S TEMP—Windshield heat selected ON, the W/S O’HEAT L–R annunciators illuminate steady for 3 to 4 seconds, then extinguish. Conducting test prior to engine start, the W/S FAULT L–R annunciators illuminate steady (alternators are not operating). Conducting test with engines operating, the W/S FAULT and W/S O’HEAT lights illuminate for 3 to 4 seconds, then extinguish.

FOR TRAINING PURPOSES ONLY

MW-17

CITATION XL/XLS PILOT TRAINING MANUAL

OVER SPEED—The avionics power switch must be ON for valid test indications. The following indications occur: • Audible overspeed warning signal sounds • PFD 1 and PFD 2: •

ADC TEST (upper left)

•

265 KIAS (with red and white barber pole)

•

5,000 feet altitude

•

2,000 feet fpm climb

ANTISKID—The ANTISKD INOP annunciator flashes for 6 seconds, then extinguishes. The MASTER CAUTION lights illuminate steady (cancelable). ANNU—The avionics switch must be on for valid test indications: • All lights on the annunciator panel illuminate • MASTER WARNING and MASTER CAUTION illuminate (not cancelable) • All lights on the auxiliary annunciator switch panel illuminate • Flight director selector mode buttons illuminate left to right and remain steady • PFD 1 and PFD 2: •

AP OFF

•

YD OFF

•

ROL TRIM

•

PIT TRIM

• All five autopilot control panel lights illuminate • A steady altitude alert tone or a pulsating aural horn (optional phone) sounds for combination of altitude alert and phone call tone pulsating (becomes steady when PHONE CALL button is depressed).

MW-18

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

AVN—The avionics switch must be ON for the avionics check. The following indications are present: • Annunciator panel (these lights flash): •

RADOME FAN

•

CHECK PFD 1

•

CHECK PFD 2

• MASTER CAUTION illuminates (cancelable) • Flight director selector mode buttons illuminate left to right and remain on steady • PFD 1 and PFD 2: •

AP OFF

•

YD OFF

•

ROL TRIM

•

PIT TRIM

• Auxiliary annunciator switch panel: •

TERR NORM/TERR INHIBIT

•

TAWS FLAP NORM/TAWS FLAP O’RIDE

•

TAWS G/S O’RIDE

•

TAWS TEST

•

FD/AP PFD1 and FD/AP PFD2

•

CABIN TEMP CTL—NORM (RMT extinguished)

•

AUDIO SPK/HPH and AUDIO HPH ONLY

• All five autopilot control panel lights illuminate • A steady altitude alert tone or a pulsating aural horn (optional phone) sounds for combination of altitude alert and phone call tone pulsating (becomes steady when PHONE CALL button is depressed) SPARE—Not used.

FOR TRAINING PURPOSES ONLY

MW-19

CITATION XL/XLS PILOT TRAINING MANUAL

EXCEL ROTARY TEST OFF—The red light is extinguished, and the test system is shut off. FIRE WARN—Both red ENG FIRE lights illuminate, indicating continuity. LDG GEAR—The green NOSE, LH, and RH lights and the red GEAR UNLOCKED lights illuminate, and the gear warning horn sounds. BATT TEMP—BATT O'HEAT/>160° annunciator illuminates, the MASTER WARNING lights flash (cancelable), and the battery temperature gauge indicates 160°F. STICK SHAKER—Stick shakers on both control columns immediately operate. The AOA gauge needle swings to the top of the red band. The red chevron in the AOA indexer flashes (on glareshield above pilot instrument panel). T/REV—Both thrust reverser indicators, ARM, UNLOCK, and DEPLOY lights illuminate. MASTER WARNING lights flash (cancelable). W/S TEMP—Windshield heat selected ON, the W/S O’HEAT L–R annunciators illuminate steady for 3 to 4 seconds then extinguish. Conducting test prior to engine start, the W/S FAULT L–R annunciators illuminate steady (alternators are not operating). Conducting test with engines operating, the W/S FAULT and W/S O’HEAT lights illuminate for 3 to 4 seconds then extinguish. OVER SPEED—The avionics power switch must be ON for valid test indications. The following indications will occur: • The audible overspeed warning signal sounds. • PFD1/PFD2 should indicate approximately 265 KIAS. • PFD1/PFD2 indicates Mach 0.4 (red). • PFD1/PFD2 altitudes indicate 5,000 feet. • PFD1/PFD2 VSIs indicate 2,000 fpm climb. ANTISKID—The ANTISKID INOP annunciator flashes for 6 seconds then extinguishes. The MASTER CAUTION lights illuminate steady (cancelable). ANNU—The avionics switch must be on for valid test indications. • All lights on the annunciator panel illuminate. • MASTER WARNING lights flash and MASTER CAUTION lights illuminate steady (noncancelable). • Both red turbine overspeed lights flash.

MW-20

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

• Engine instrument LCDs should indicate steady 8s. • AP OFF annunciators illuminate steady. • Flight director mode buttons illuminate left to right and remain steady. • Annunciators to the right of the F/D mode panel should illuminate: • FD/AP PFD 1—FD/AP PFD 2 • TERR NORM—TERR INHIBIT (optional) • GPWS FLAP NORM—GPWS FLAP O’RIDE (optional) • GPWS G/S—O’RIDE (optional) • GPWS TEST (optional) • PHONE CALL • All autopilot control panel lights illuminate. • Green light on the vapor cycle A/C panel illuminates. • A pulsating aural horn sounds, combination of: •

Altitude alert horn (steady) and phone call tone pulsating, (becomes steady when PHONE CALL button is depressed).

AVN—The avionics power switch must be ON for the avionics system test to be valid. The following annunciators flash in the annunciator panel: • AP PITCH MISTRIM • AP ROLL MISTRIM • RADOME FAN • CHECK PFD 1, CHECK PFD 2 • Autopilot/flight director mode selector panel lights • All annunciators to the right of the F/D mode panel illuminate. • MASTER CAUTION lights illuminate steady (cancelable). • Altitude alert horn sounds. SPARE—Not used.

FOR TRAINING PURPOSES ONLY

MW-21

CITATION XL/XLS PILOT TRAINING MANUAL

ACRONYMS Table MW-7. ACRONYMS ACONYM

DEFINITION

AFM

Airplane Flight Manual

AHRS

Attitude and heading reference system

ALT

Altimeter

AOA

Angle-of-attack

AP

Autopilot

APU

Auxiliary power unit

B

Both

BAV

Bleed-air valve

BCP

Best computed position

BITE

Built-in test equipment

BOW

Basic operating weight

DA

Decision altitude

DH

Decision height

DIEGME

Diethylene Glycol Monomethyl Ether

ECU

Electronic control unit

EDS

Engine diagnostic system

EEC

Electronic engine control

EGPWS

Enhanced ground proximity warning system

EGME

Ethylene Glycol Monomethyl Ether

ELEV

Airport elevation or runway elevation

ELT

Emergency locator transmitter

FAF

Final approach fix

FCU

Fuel control unit

FD

Flight director

FMS

Flight management system

GOG

Ground-on-ground

FOHE

Fuel-oil heat exchanger

FSM

Field service monitor

HLDC

High level data link control

HSI

Horizontal situation indicator

IAP

Instrument approach procedures

IAC

Integrated avionics computers

MW-22

FOR TRAINING PURPOSES ONLY

CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-7. ACRONYMS (Cont) ACONYM

DEFINITION

KCAS

Calibrated airspeed

KIAS

Indicated airspeed

KTAS

True airspeed

LOP

Low oil pressure

MADC

Micro air data computers

MDA

Minimum descent altitude

MSA

Minimum safe altitude

PCB

Printed circuit board

PF

Pilot flying

PIC

Pilot in command

PNF

Pilot not flying

PRSOV

Pressure regulating shutoff valve

PTS

Practical test standards

PTM

Pilot Training Manual

RMU

Radio management units

RTD

Resistive thermal device

RWY

Runway

RAT

Ram air temperature

SFD

Secondary flight display

SID

Standard instrument departure

SLA

Set landing altitude

SRC

Standby radio control

STAR

Standard terminal arrival route

TAS

True air speed

TAWS

Terrain awareness and warning system

TCI

Takeoff climb increment

TCS

Touch control steering

TCV

Temperature control valves

TEMP

Temperature

V1

Decision speed

V2

Safety climb speed

VAPP

Minimum landing approach climb speed

FOR TRAINING PURPOSES ONLY

MW-23

CITATION XL/XLS PILOT TRAINING MANUAL

Table MW-7. ACRONYMS (Cont) ACONYM

DEFINITION

IFR

Instrument flight rules

VENR

Single-engine enroute climb speed

VFR

Flap retraction speed

VR

Rotation speed

VREF

Minimum final approach speed

WIND

Wind direction

ZFW

Zero fuel weight

MW-24

FOR TRAINING PURPOSES ONLY